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FTERMARKET I N T E R N AT I O N A L aftermarketinternational.com

Vol. 16 No. 2 2017

With the addition of ABS and stability control, the modern hydraulic system is no longer just lines, hoses, and cylinders; but you still must continue to service it.

• ELECTRONIC SENSORS • TRADE SHOW PREVIEWS • NEW PRODUCTS • INDUSTRY NEWS

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AFTERMARKET

OUT FRONT

I N T E R N AT I O N A L A Quarterly Review of

New Products for Aftermarket Executives

Brad Glazer Publisher bsgrep@aol.com

Helping you

O

ne goal of Aftermarket International is to reach our audience – digitally and in print – in as many areas of the world as possible. Part of accomplishing that goal is distributing the magazine at as many aftermarket trade shows as possible. In pursuit of that objective, we’re happy to announce this issue will be distributed at MIMS Automechanika Moscow (Aug. 21-24) for the first time. If you’re planning to attend, please pick up a copy to read. We thank the people of MIMS Automechanika for agreeing to have us at their event. For more information about the show, please turn to page 31.

Reporting on trade shows is one of our editorial functions. Another – and our most important – is informing our readers about technical information that assists them with their daily occupation – servicing motor vehicles.

Technical editor Bob Freudenberger has written two articles for this issue.

One is about understanding modern brake hydraulics, and the other is about how sensors – as they related to engine, transmission, and HVAC management troubleshooting – work.

A new feature of Aftermarket International is the regular eblasts we send on behalf of various companies in the industry. In some instances, suppliers want to reach our audiences and are in a hurry to do so. They don’t want to wait for the next issue. That’s just fine with us, so you may be receiving eblasts with information about a company’s new product. Companies may invite you to visit their booth at a trade show or inform you about an important personnel decision within their organization. Yes, this is another form of paid advertising, but because you receive this publications at no charge, offering this service to our client base is another way of supporting our editorial efforts. So feel free to read the emails and respond in kind to us or the advertiser about any questions you have about the information they provide you.

Last but not least, feel free to contact us via our website to subscribe or resubscribe, inquire about a product release or advertiser, or just comment about how we can do our job better. After all, our goal is to help you do your job better.

Thanks.

Bob Freudenberger Editorial director 904-392-5959 bfreud@bellsouth.net

John Walsh Managing editor jwalsheditor@gmail.com

Jeff Greene Art director 216-372-0452 jeff.greene1116@gmail.com

Maureen Marotta Circulation director mrsalvis@verizon.net

Victor Prieto Translation editor vgprieto@gmail.com ADVERTISING SALES REPRESENTATIVES United States Brad Glazer, Publisher bsgrep@aol.com Tel: 216-233-6943 Fax: 216-803-6151 The Netherlands European Headquarters Carel Letschert letschert@lma-amsterdam.demon.nl Tel: 31-20-6334277 Fax: 31-20-6312669 France and Italy Eric Jund eric.jund@wanadoo.fr Tel: 33-4-93-587743/33-4-93-586205 Fax: 33-4-93-240072 Germany Sven Anacker sanacker@intermediapartners.de Tel: +49 202 27169 12 Fax: +49 202 27169 20 China Arlen Luo Tel: 0086-10-88579899 Fax: 0086-10-82160061 Cell: 0086-137-0126-6684

JABS Media, LLC

Brad Glazer, Publisher Aftermarket International

Contents copyright (2008) by JABS Media, LLC, Executive Offices: Brad Glazer, 3793 Meadowbrook Blvd., Cleveland, OH 44118 • Tel: 216233-6943 • Fax: 216-803-6151. Postmaster: Send address change to Aftermarket International, 3793 Meadowbrook Blvd., Cleveland, OH 44118.

Information presented in Aftermarket International is supplied by manufacturers and/or advertisers and is, to the best of our knowledge, accurate. JABS Media, LLC makes no representation, warranty or guarantee, expressed or implied, as to the quality, marketability, fitness for a particular purpose or use, or other characteristics of any product or material referred to in its publications. Publication does not constitute endorsement.

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August 2017

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Editor’s Note “Nothing is constant but change.”

— Charles Kettering (1876-1958), founder of Delco, and inventor of point-type ignition and the self-starter

Y

es, Mr. Kettering, it’s still constant, and the rate of change is much faster than ever before.

But we adapt.

When I first started working on cars, to be considered a professional-grade troubleshooter, all you had to have in the way of equipment were compression and vacuum gauges, a voltmeter and a test light, a timing light, and perhaps a VAT (volt/amp tester). If you also had a dwell/tach, you were one of the elite.

To put it in financial terms, we’re talking very little money compared to the equipment investment needed today if you want to enter the automotive service and repair profession. Also, you probably wouldn’t have had pneumatic tools or even an air compressor. You’d have considered yourself well equipped if you owned a couple socket sets, end wrenches, pliers, and screwdrivers.

Now, of course, you need a high-quality DMM (digital multi-meter) and a good scan tool at the very least for diagnosis, and preferably a dual-trace lab scope to go with them. Then there are all the other testers you’d do well to own, such as an electronic battery analyser (although I still like to back up its findings with a VAT). Add to that all the many pneumatic, electrically-powered, and specialty tools that make your work go along smoothly and efficiently, and the amount of money needed to get started in this business becomes substantial.

My father remembered when popularly priced V8 engines were first introduced and many people said mechanics weren’t going to be able to figure out and deal with two-barrel carburetors. Decades later, when disc brakes appeared, quite a few so-called experts thought mechanics wouldn’t be capable of servicing them. To me, it doesn’t seem that long ago that the same sort of pessimists shook their heads while opining that the advent of mechanical emissions controls, then electronic fuel injection and engine management, would keep everybody but factory-trained technicians and specialists from fixing cars.

Well, our industry took it all in stride. I don’t know about you, but I’d rather work on disc brakes than old-fashioned drums any day, and we all learned the principles and subtleties of EFI and computerized cars as we went along.

It seems those of us who have a facility for understanding how things work, and the discipline to put that understanding to productive use, are very adaptable. Facing the challenges presented by new technologies and developments is one of the most attractive aspects of a career in auto service. You’ll never get bored with your work. Beyond that, you can feel the warmth of historical perspective when you realize you share a great deal with the mechanics who’ve gone before, the ones with the type of equipment mentioned in the first paragraph: appreciation of the fundamental principles of physics, electricity, and internal combustion. They couldn’t be good at their job without that; neither can you, no matter how thoroughly modern and complex the next vehicle you fix might be.

It looks like electric vehicles will eventually become dominant, so the importance of your intimate relationship with internal combustion will wane (if you live long enough), but, once again, we’ll adapt.

Long ago, the possession of one of these qualified you as a true troubleshooter.

Bob Freudenberger

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August 2017

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IN THIS ISSUE/

VOL. 16 No. 2 August 2017

Fe atures 8/Put on the brakes With the addition of ABS and stability control, the modern hydraulic system is no longer just lines, hoses, and cylinders; but you still must continue to service it.

22/Alphabet Soup Many electronic sensors inform the powertrain control module about every operating condition you can imagine.

8 Ad ve rt is ing 32/Supplier Spotlight 33/Must See Advertisers who receive leads from our extensive and exclusive print and online lists 34/Ad Index

22

34/Marketplace

Depart m e n t s 3/Out Front Our job is to help make your job easier.

ONLINE DIGITAL EDITION

4/Editor’s Page Facing the challenges presented by new technologies and developments is, in fact, one of the most attractive aspects of a career in auto service.

Find information, contacts, links to industry associations, free literature from businesses that advertise in the publication, events, and downloadable issue archives dating to 2007 at aftermarketinternational.com

16/Industry News Transactions, company updates, trade shows and people

For advertising, contact Brad Glazer at 216-233-6943 or bsgrep@aol.com

26/New Products Tire changing systems, motor oil, rotors, temperature sensors 30/Trade Shows MIMS Automechanika Moscow 2017, Equip Auto 2017

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August 2017

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MARK ON CARD NO. 426

2/17/17 10:14 AM

With the addition of ABS and stability control, the modern hydraulic system is no longer just lines, hoses, and cylinders; but you still must continue to service it.

BY BOB FREUDENBERGER

T

he science of hydraulics is a wonderful thing. Besides generating the terrific amount of force necessary to bend steel with an arbor press, or lift any car or truck with a jack, it allows a puny human leg to squeeze brake linings against rotors hard enough to stop a speeding vehicle.

Although the principles of physics are universal and timeless, we can thank French scientist, mathematician, and philosopher Blaise Pascal (1623-1662) for formulating Pascal’s Law, which gave mankind the understanding we needed to build on.

It’s simple, but profoundly important: Pressure change occurring anywhere in a confined incompressible fluid is transmitted throughout the fluid such that the same change occurs everywhere.

The implications are momentous, and you can extrapolate it to any number practical uses. Combining it with the principle of conservation of energy lets you see why a small piston moved a long distance pushes a big piston a short distance, and how force is multiplied.

While ABS (antilock braking systems) and stability control systems – with their pumps and solenoid valves – may seem to modify Pascal’s Law, they can never violate it.to do is to go back to step one – the basics.”

Added complexity The advantage of using fluid pressure to actuate brakes (perfectly equal force at

each wheel, something mechanical linkage could never achieve) wasn’t lost on early automobile designers, but the technology needed to manufacture leak-proof and dependable systems simply wasn’t available, so mechanical means of forced deceleration had to do. It wasn’t until the 1920s that hydraulic brakes appeared on production vehicles.

During the 1960s, what had been a simple system – a master cylinder, slave cylinders at the wheels, and the metal tubing and flexible hoses needed to connect them – became complex. First, there were front disc brake calipers and dual circuits with metering, proportioning, and a warning light switch, then came combination valves, diagonally split systems, low-drag calipers used with step-bore masters, loadsensitive proportioning, etc. ABS was one the most important safety advances in history, with stability control not far behind, but they necessarily added the complications of electronics.

Since brake service comprises a large percentage of the work any automotive shop performs (and there are no indications this volume will shrink any time soon), having a strong understanding of the hydraulic system is essential to your profession.

Unfortunately, many technicians still have gaps in that understanding and harbor misconceptions. So let’s clarify how brake actuating pressure is generated and applied to the calipers, fluids, and information

involving calipers, lines, hoses, potential problems, and practical procedures.

Piping Having seen many cases of dangerous corrosion on the metal brake lines that route pressure to the wheels, we believe you should check them whenever the vehicle is up on a lift for any service. If a line runs up over the chassis making it difficult to see, use a mirror and your sense of touch to examine it. Replace lines if the rust has reached the scaly stage. When installing replacements, follow the original routing as closely as possible. We’ve heard of fade or low pedal problems because a line is mounted too close to an exhaust pipe or has a hump or loop in it that traps air.

The liquid medium Then there’s brake fluid, a glycol formulation that, like any other liquid, is incompressible for all practical purposes.

It’s blended to provide particular properties and is graded and labeled accordingly. Although some countries have their own rating systems, most simply adopted the United States Department of Transportation (DOT) standards. That means you’ll likely be buying DOT 3 or 4, both of which have high boiling points and the ability to hold a considerable amount of moisture in a dispersed state so slugs of water don’t form in the system. If they did, there would be a danger of that moisture

It’s easy to overhaul a master cylinder, but the trend is toward replacement.

Regular brake fluid changes will preserve the expensive and complex ABS and stability control unit.

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August 2017

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HYDRAULIC BRAKES

boiling under high-heat or high-altitude conditions. Because steam is compressible, this could lead to a catastrophic loss of line pressure. Glycol’s hygroscopic nature precludes that, which is why it is used. On the other hand, we have to guard against too much water absorption, which will promote internal corrosion. Always keep brake fluid bottles tightly capped to avoid moisture contamination, and discard old bottles that are partially full.

To cite BMW as our example, the company states the following for its vehicles: “Brake fluid (glycol-based), as used in BMW brake systems, must conform with the following requirements: • high boiling point; • good low temperature resistance; • low compressibility; • corrosion inhibition for all metal parts inside of brake system; and • compatibility with all rubber parts used in brake system.”

Misconceptions and profitable service Now for some service tips that’ll help you avoid problems. First, there’s the myth you should always clamp off the hose before bottoming out caliper pistons to keep from back-flushing sediment into the works. That may have been fine in the old days of plain

rubber hoses with braided reinforcement, but today’s hoses have stiff plastic linings that may be crushed if they’re clamped and stay that way. Just open the bleeder.

Then there’s flushing and refilling the system with fresh fluid. In the old days, some brake experts said it wasn’t worth the effort because you can’t get all the old glycol out unless you disassemble the calipers. True, you won’t be able to eliminate every drop of the contaminated liquid, but you can get most of it, and that will effectively reduce the amount of moisture in the circuits.

This has always been important for corrosion prevention, but now higher operating temperatures make maintaining a high boiling point critical to safety even for the average motorist. Besides water, there’s sediment, which is a combination of rust and the ashy residue of burned glycol.

Expensive and intricate ABS, stability controls, and related hardware are further justification for this maintenance. Most systems are vented to the atmosphere, and there’s also contamination from under-hood vapors in some layouts. Fluid changes are cheap insurance against pricey repairs. For decades, many carmakers recommended a two-year interval for this service, and we believe that’s right and what you should be recommending to your customers.

When a hose goes . . .

Whenever you’ve got a car up in the air, take a careful look at the rubber hoses. In our shop, we’ve seen total circuit failures because of blown hoses several times.

They’re so well made they often last for the life of the car, but why take chances? A related item is the high-pressure ABS hose between the pump and the accumulator, which sometimes carries a replacement interval of 100,000 km (60,000 miles).

Bubbles There’s more to air expulsion than just observing the proper sequence (longest lines to shortest). Bench bleeding master cylinders are an example. Brake experts have told us neglecting this is the numberone reason for low or spongy pedal complaints. You can do this job by just holding your fingers over the outlet tubes to keep air from being drawn in on the return stroke, but that’s messy, so use tubes and fittings. Clamp one of the master’s mounting ears in a vice so the unit is level.

Position the tube tips well below the top of the fluid in the reservoir, then use a rod or drift to stroke the piston slowly. Wait at least 15 seconds between strokes to allow the chambers to release all their bubbles and fill completely. Keep stroking until there’s no more evidence of air at the tube tips and ports.

If you’re working on a car with a replacement cylinder another technician failed to bench bleed, you might be able to do it with the master in place, providing you can jack the rear of the vehicle high enough to get the cylinder level. Surge bleeding – in which you pound the pedal violently many times to get the bubbles mixed up with the fluid, then crack the line – is frowned upon by experts who don’t think aeration is ever a good idea.

Pressure bleeding and scan tools

This simple and inexpensive bleed kit operates on shop air. It’s helpful when flushing, too, but much more elaborate systems are available that will save time.

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While during the long history of hydraulic brakes, numerous means of flushing and bleeding the system have been used. With a conventional brake system (master cylinder, ABS/stability control unit, and calipers), the only procedure approved by many carmakers is using pressure bleeding

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Do you need a scan tool for ordinary hydraulic system bleeding?

Not necessarily; there are alternative means in most cases.

equipment installed on the master cylinder, which keeps the reservoir full while the bleeders are opened.

Many pieces of equipment designed to make this job fast and simple are on the market. Or, you could do it manually.

Regardless, just make sure never to let the master cylinder run dry in the process or you’ll have to bleed all four corners over again.

As you’ve probably heard by now, proper bleeding on many late models requires a scan tool. Typically, it will walk you through the procedure to avoid low- or softpedal problems. But we know seasoned technicians who say they do it the oldfashioned way without a scan tool and don’t have problems. We wouldn’t like to take the chance that entrained air might impair stopping in a panic situation, so we suggest you follow the manufacturers recommendations.

Process of elimination When you receive a low-pedal complaint, you can find out all you need to know about the master cylinder by removing the

lines, screwing brass or plastic plugs into the outlets, then applying the brakes. If the pedal is high and hard now, the master is bled properly and its seals are OK because the pedal would sink gradually if it were bypassing (that is, fluid is finding its way around the sliding seals). Continue this investigation by blocking off hoses to isolate each wheel. As already mentioned, don’t use clamps at the hoses. Instead, remove them from their calipers and cap them in whatever way you deem practical.

Frozen screws and caliper leaks Bleeder screws commonly present a problem. You haven’t worked on cars very long if you haven’t encountered a frozen one that wants to break off before opening.

You can use the rather drastic and primitive method of clamping locking pliers to the screw and shaking it while you heat the caliper around the port with a propane torch until it moves, but what’s all that heat doing to the piston seals? Buying new calipers is the professional, though much more expensive, alternative.

By the way, whenever you get a vehicle in that hasn’t yet developed this problem, it would be wise to unscrew the bleeders and coat their threads with just a touch of antiseize compound. If you get it back later for brake work, you’ll be glad you took the time.

In an ideal world, every caliper would be overhauled during a reline to insure against piston seizure and seal failure. That’s what most authorities recommend. But when have you encountered a leaky caliper? They last long in most cases, especially if brake fluid changes are done regularly. So, if you’re under time or cost pressure, you could just push those pistons back for a reline. One caveat: If you feel any roughness or binding as you force a piston home, you’d better get a new or remanufactured caliper.

If the hose connection to the caliper is of the banjo variety, don’t forget the copper washers.

One argument against rebuilding calipers yourself is the difficulty of installing the dust boots properly.

Buying a remanufactured or new caliper eliminates this frustration.

Overlooked opportunity As you know, ABS are on most modern cars, with ASR (automatic stability control) on a large percentage. Fortunately, the electronics involved have shown to be dependable. Most problems are hydraulic: water, corrosion, and dirt in the lines and the electro-hydraulic control unit. That makes brake fluid changes a hot topic.

At one time, carmakers made nary a mention of the need to dump the old fluid periodically (or even during a brake job), but now they’re giving intervals. It’s the only way to get rid of moisture, rust, and the ashy residue of burned glycol.

This has always been sensible maintenance, but now the presence of ABS is further justification. Fluid changes are cheap insurance against expensive repairs.

Recommended intervals range from one to three years. Annual changes are ideal, but you should never let your customers go more than three years without a change. n

Many authorities recommend that brake fluid be flushed out and replaced every two years. A meter like this will tell you the moisture content in the system and help you sell the job.

We’ve seen cases where a hose bracket has become so corroded that the swelling rust has choked off fluid pressure. Check those critical hoses every time you get under a vehicle for whatever reason.

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THE DUAL/TANDEM MASTER CYLINDER The first important safety enhancement to the brake hydraulic system was the dual, split, or tandem master cylinder, which appeared in the mid-1960s, but we’ve found that many people still don’t know its construction and operation.

Although early versions were one-piece iron units, every modern specimen is of the composite variety – aluminum with a plastic reservoir. Two pistons ride in a single bore – the rear piston is the primary, and the front pistion is the secondary.

Each piston has a primary cup at its front and a secondary at its rear. The primary seals are the most important because they trap the fluid that’s about to be squeezed into the lines. The primary piston’s secondary seal keeps fluid from escaping out of the back of the cylinder, and the secondary piston’s secondary seal acts as a barrier to make two separate cylinders out of one.

In normal braking, the pushrod from the booster forces the primary piston forward. No pressure is created until the primary seal covers the compensating, replenishing, or vent port from the reservoir; but once it does, fluid is trapped in the chamber between the pistons and becomes a solid column. Pressure is routed from this chamber to two wheels.

A combination of the trapped fluid and the primary piston coil spring bears on the secondary piston, moving it forward and creating pressure in the chamber ahead of the secondary piston’s primary seal, to which the line to the other two wheels is attached.

When the pedal is released, a partial vacuum occurs in both pressure. To re-arm the brakes instantaneously, the primary

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Aftermarket International

seals are designed to allow fluid to flow one way (forward) from behind each seal into the pressure chambers – it wouldn’t be able to return from the lines fast enough. The replenishing ports allow fluid to move freely between the chambers behind the pistons’ primary cups and the reservoir according to demand and expansion and contraction from temperature changes.

If a hose ruptures or a brake line rusts through, so there’s a catastrophic loss of fluid in half the system, the other half will still provide a means of decelerating the vehicle, although with a lower pedal and reduced stopping power. Both pistons have extensions that project out in front of their primary seals. A failure in the circuit that’s connected to the primary piston’s pressure chamber will allow the piston to move forward enough so the extension will bear on the secondary piston, push it ahead, and generate pressure in the other circuit. If, on the other hand, the circuit that gets its fluid from the secondary chamber fails, the extension on the secondary piston will bottom out on the front of the cylinder and the fluid trapped between the pistons will operate the alternate pair of brakes.

Along with the introduction of this ingenious component, means of fine-tuning the pressure for the situation and warning the driver of a partial failure became important. Numerous kinds of individual and combination valves and pressure differential switches have been used to perform the metering, proportioning, and warning light activation functions, but that’s all ancient history now with discs at all four corners and ABS. n

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AASA Overseas Automotive Council Where Opportunities Are Created!

One of the oldest and most unique organizations in the global automotive aftermarket, the Overseas Automotive Council (OAC) of the Automotive Aftermarket Suppliers Association* (AASA) advances your global business interests by … l Promoting the sale of automotive products and services exported from North America l Enhancing the prestige and goodwill of the global aftermarket industry l

Building friendly trade relationships, cultural understanding and mutually beneficial cooperation

OAC strives to be the premier international community for all North American manufacturers and exporters, and all international importers, distributors and agents in the automotive aftermarket.

For more information, visit www.oac-intl.org or e-mail info@aftermarketsuppliers.org *AASA is the light vehicle aftermarket division of the Motor & Equipment Manufacturers Association (MEMA) MARK ON CARD NO. 427

[INDUSTRYNEWS] ALL AROUND THE AFTERMARKET INDUSTRY

COMPANY UPDATES

Valvoline opens new headquarters in Kentucky Valvoline CEO Sam Mitchell dedicated the company’s new $35 million, 162,400-square-foot world headquarters in Lexington, Kentucky. Mitchell was joined by Kentucky Gov. Matt Bevin, U.S. Rep. Andy Barr, Lexington Mayor Jim Gray and Commerce Lexington Board Chair Carla Blanton. Most of the 650 employees at Valvoline’s world headquarters attended the event as well. Valvoline, which has been headquartered in Lexington for more than 30 years, spun off from Ashland Global Holdings. It employs about 5,500 people worldwide – about 1,100 of them in Kentucky. valvoline.com

Plews & Edelmann releases power steering hose program Plews & Edelmann released its Edelmann brand power steering hose program for the European market. The program included more than 500 power steering hose assemblies designed for more than 50 million vehicles. The company has made a commitment to the European market to add an additional 200 applications to their European distribution center for local delivery by year’s end. The launch of the program includes translations of the company’s website into four popular languages: Dutch, French, German and Spanish. The websites will feature an online application catalog database that will recognize the country of the user and automatically display the catalog in the appropriate language, one of 30 in the database.

“As the aftermarket industry leader in North America, we have manufactured more than 3,500 applications for thousands of makes and models – our experience is unsurpassed,” says Wes Sherman, senior category manager. “We are committed to the European market, with hundreds of applications now available for Europe’s top makes and models.”

With more than 50 years of manufacturing 14

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experience, a commitment to original equipment form, fit and function – and unparalleled technical support – the Edelmann brand is a premier choice for replacement power steering hoses and parts.

Plews & Edelmann is a manufacturer and marketer of: • Amflo air accessories, air hose, water hose and hose reels; • Edelmann automotive fittings, brake lines, power steering hose assemblies and power steering repair kits; • Lubrimatic lubrication equipment and petroleum based greases and oils; • Tru-Flate air accessories, tire hardware, tire inflators, tire repair and tire sealants; and • Ultralube biobased greases, oils and spray lubricants.

From improvements to innovations, Plews Inc. is dedicated to bringing its customers, markets and the industry new products – from automotive to hardware to industrial – that will spark ingenuity in everything they do. plews-edelmann.com

Wrightspeed partners with AxleTech to integrate engineering Wrightspeed, a manufacturer of heavy-duty rangeextended electric vehicle (REV) powertrains, partnered with AxleTech International, a manufacturer of heavy-duty specialty drivetrain systems, to integrate axle engineering experience into Wrightspeed’s electrification technology to meet demand from the company’s customers. With the challenge of providing low-emission transportation, Wrightspeed has solved the problem of reducing emissions in heavy transportation with the Route REV powertrain, which features regenerative braking and a range-extending turbine generator, the Fulcrum, which enable heavyduty electric vehicles to operate as efficiently as possible.

Wrightspeed will leverage AxleTech’s expertise in engineering and manufacturing to accelerate the commercial deployment of its multimodal Route REV powertrain. Geared traction drive pairs with a custom axle from AxleTech designed to accommodate Wrightspeed’s super-duty final drive gear.

Wrightspeed is expanding its supply chain staff, bringing on experts with experience at Tesla Motors, Ford, Cummins, and others to meet strong demand for new powertrain technology. The company is scaling its operations to meet international interest, including from the largest operator of urban bus services in New Zealand, NZB, and continuing its work with Sonoma County recycling leader, The Ratto Group. wrightspeed.com August 2017

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Brake Parts Inc commits to help community Employees of Brake Parts Inc (BPI) continued their commitment to giving back to the community by partnering with the United Way of Greater McHenry County in 2016. BPI raised more than $168,000, which marks the fifth consecutive year the company has surpassed $100,000.

BPI matched money that was raised by employees through direct donations and special fundraising projects, including many held at its headquarters in McHenry, Illinois.

“Every year, BPI employees rise to the challenge of raising money for our local United Way chapter, and this year is no exception,” says David Overbeeke, president and CEO of BPI. “None of this would have been possible without the planning and help from the BPI/United Way committee and the generosity of every BPI employee.”

BPI, the largest contributor to the United Way of Greater McHenry County for several years, has received the Landmark Award four times. Created in 2011, the award is reserved for companies who reach an outstanding level of success by raising $100,000 or more during their United Way campaign. BPI has partnered with United Way for more than a decade and looks forward to continuing its tradition of giving.

To EXHIBIT or VISIT: contact@equipauto.com +33 (0)1 76 77 11 85

brakepartsinc.com

Precision International named a GM Supplier of the Year For the third consecutive year, Precision International was named a GM Supplier of the Year by General Motors during its 25th annual Supplier of the Year awards ceremony held in March in Orlando, Florida.

GM recognized 118 of its best suppliers from 15 countries that have consistently exceeded GM’s expectations, created outstanding value or brought new innovations to the company. The announcement represented the most suppliers GM has recognized since debuting the event in 1992.

More than half the suppliers are repeat winners from 2015. Winning suppliers were chosen by a global team of GM purchasing, engineering, quality, manufacturing and logistics executives and selected based on performance criteria in product purchasing, indirect purchasing, customer care and aftersales.

R e p a ir in g p r e p a r in g

t o m o r r ow !

www.equipauto.com # E Q U I PA U TO 2 0 1 7

An exhibition by:

Organised by:

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[INDUSTRYNEWS] ALL AROUND THE AFTERMARKET INDUSTRY

COMPANY UPDATES

Aftermarket Auto Parts Alliance names Receiver Choice Award The Aftermarket Auto Parts Alliance presented East Penn with the 2017 Receiver’s Choice Award at the Auto Care Association’s Automotive Content Professionals Network (ACPN) Knowledge Exchange Conference in April in Kansas City, Kansas. Thee award recognizes East Penn’s determination to progress best practice content management standards and provide exceptional, high-quality electronic catalog content.

The Receiver’s Choice Award honors only organizations with exemplary content and who are best in class in accuracy, completeness, timeliness, consistency, delivery and communication. ACPN helped create the data principles of Aftermarket Catalog Exchange Standards (ACES) and Product Information Exchange Standard (PIES) to help auto care catalog manager members sell more product, reduce costs and increase efficiency through catalogs.

Hayden announces promotion The Hayden Automotive Keepin’ It Cool promotion, running now through Nov. 30, 2017, awards a commemorative bottle jacket to those who share how Hayden has been keeping them cool on Facebook.

Every person with a qualifying testimonial also will receive an automatic entry into a monthly drawing for a 55-quart wheeled Coleman cooler.

Hayden offers three ways to enter: Share a story on the Hayden Automotive Facebook page (https://www.facebook.com/ HaydenAutomotive), provide a review with a star rating and a comment, or snap a picture with your favorite Hayden product and add a caption.

alliance1.com haydenauto.com

Repairify launches Spanish language site

Raybestos eCatalog wins award Raybestos’ new eCatalog earned a silver award from the Automotive Content Professionals Network during its recent conference for catalog and content managers. Judges evaluated all web catalog entries based on: design, navigation, catalog content, technology, interactivity and innovation. Located at raybestos.com, the eCatalog contains key features such as competitor interchanges, enhanced sorting and filtering, buyer’s guides and search history. It also includes product specifications, attributes and images, and product comparisons with the ability to see as many as four at a time. Future updates will include 360-degree images, access to technical service bulletins and training materials.

Rapid growth in Spanish-speaking markets prompted Repairify, parent company of asTech, to launch a Spanish language site.

Visitors who prefer to do business in Spanish can visit the website (astech.com) and select that language to view all information. asTech provides remote and inshop repair solutions for diagnostic and vehicle electronics to collision repair shops nationwide. The service enables shops who may not have expert level technicians to work on any vehicle, no matter how complex, and receive advice from a certified master technician. Spanish speaking and bilingual shops can submit service requests and receive and read information in their preferred language. astech.com

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TRADE SHOWS

AAPEX Exhibitor Summit adds buyer panels Buyers from the Alliance Group, AutoZone and O’Reilly Auto Parts will participate in the Exhibitor Summit to discuss what matters most when they visit a booth at AAPEX. The addition of buyer panels will give exhibiting companies first-hand information to use as they prepare for AAPEX 2017, Oct. 31 through Nov. 2, at the Sands Expo in Las Vegas. The summit, which is free to current exhibitors, will take place June 21 in Detroit and June 22 in Las Vegas. AAPEX post-show surveys confirm that when exhibitors attend the summit, they report having a higher return on investment (ROI) and give AAPEX higher marks.

In addition to buyer panels, the summit will include sessions about what’s new at AAPEX 2017 and how exhibitors can maximize their exposure, drive more traffic to their booths and increase their ROI. As an added feature, the summit being held in Las Vegas will offer one-on-one meetings with event management staff and official vendors, as well as a Venetian Hidden Assets tour and tours of the new Mobility Park and Sands Expo.

AAPEX is expected to feature more than 2,200 exhibiting companies and 44,000 targeted buyers. About 158,000 automotive aftermarket professionals from more than 140 countries are projected to be in Las Vegas during AAPEX and the SEMA Show.

presentations and an AAPEXedu program with about 40 sessions to keep buyers ahead of the curve. Topics include trends and an aftermarket outlook, connected cars, telematics, data access and cybersecurity, advanced driver assistance systems, autonomous vehicles and digital marketing. A dedicated service professionals program and remanufacturing conference round out the AAPEXedu program. aapexshow.com

AAPEX named one of top fastest-growing shows AAPEX was named one of the top 25 fastest-growing shows in attendance by Trade Show News Network (TSNN). AAPEX, which represents the $740 billion global automotive aftermarket industry, earned a spot in the Top 25 for its attendance growth rate between 2014 and 2016. It’s being honored during a TSNN awards program in August in New Orleans.

About 44,000 targeted buyers – including automotive service professionals, automotive parts retailers, warehouse distributors and dealers – are in Las Vegas during AAPEX to see the latest parts, products, services and technologies from more than 2,200 exhibitors.

AAPEX, which is held annually at the Sands Expo in Las Vegas, also offers Let’s Tech Aftermarket International

August 2017

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[INDUSTRYNEWS] ALL AROUND THE AFTERMARKET INDUSTRY

PEOPLE

Innovator of synthetic lubrication passes away Al Amatuzio, founder of Amsoil Inc., passed away March 31. He was surrounded by loved ones in his home.

Amatuzio – who was born on May 6, 1924 in Duluth, Minnesota – attended Naval Air Corps training and served in the U.S. Merchant Marines, the U.S. Air Force and the Duluth unit of the Air National Guard.

He served 25 years as a fighter pilot and squadron commander and was honored as the United States’ top pilot twice. Knowing every jet engine could survive only with synthetic oil, he reasoned the same performance benefits could be applied to cars, trucks and other motorized land vehicles.

In 1963, he began an intense period of research and development. By 1966, he had formulated his first synthetic motor oil, and throughout the ’60s continued to develop and sell synthetic oils under various names. In 1972, Amsoil synthetic motor oil became the world’s first synthetic motor oil to meet American Petroleum Institute service requirements.

The lubricant industry had changed forever. All the major oil companies followed Amatuzio and developed synthetic motor oils of their own.

Amatuzio was generous in all respects and had particular compassion for children, animals and military causes. amsoil.com

Spectronics founder passes away Spectronics Corp. founder and CEO Bill Cooper passed away. Cooper and his brother, Morris, founded Spectronics in 1955. The two brothers saw the promise of ultraviolet technology and its many applications, the breadth of which began with detecting fluid leaks in automobiles.

Spectronics has developed many pioneering products and offers nondestructive testing, biotechnology, forensics and leak detection. For more than six decades, the company has been an enterprising partner in the research and scientific fields. The U.S. Environmental Protection Agency awarded the company the Stratospheric Ozone Protection Award for developing technology that reduces harmful emissions of ozone-damaging chemicals. The company supplied UV lamps that were used aboard the U.S. Space Shuttle to study the effects of zero-gravity on matter.

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Spectronics provided UV crosslinkers and transilluminators that were used for groundbreaking research to map human DNA as part of the Human Genome Project. The company’s fluorescent dyes have been used in more than 210 million cars to pinpoint fluid and air conditioning leaks.

Cooper’s mission was to foster a close, tightknit environment at Spectronics, making sure everyone who worked at the company supported and elevated one another. Even in his latter years, Cooper was active at Spectronics’ Westbury headquarters, asking each employee how they were progressing in their work and inquiring about what they were doing in their personal lives, always making himself available to them. spectronics.com

Stant promotes employee to global sales position Tim King was promoted to senior vice president of global sales of Stant Corporation, a provider of vapor management, fuel delivery, and thermal management systems and engineering services. During King’s 26-year career at Stant, he has held various management positions in engineering, operations, sales and program management. Before assuming his new role, King served as vice president of global sales and program management. As a member of the executive staff, King will manage sales growth and revenue for the company. King and his sales team will help the company’s customers increase their sales and profitability by selling premium quality products. stant.com

BPI names Paul Ferrandino CFO Brake Parts Inc (BPI) named Paul Ferrandino its chief commercial officer. Ferrandino – who reports to David Overbeeke, president and CEO – oversees sales, marketing, catalog and technical services for North America and Latin America. Before joining BPI, Ferrandino spent 28 years with Ricoh Americas Corporation, starting out as a sales representative and advancing to sales manager, branch manager and region vice president before assuming the role of vice president - mid market sales, Ricoh USA. brakepartsinc.com August 2017

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Federal-Mogul announces leadership changes Federal-Mogul Motorparts announced two changes to two of its business units: Bryon Osterland is the vice president, global chassis, and Craig Frohock is vice president, global sealing, engine and underhood service.

Osterland and Frohock will report to Brad Norton, CEO, Federal-Mogul Motorparts and co-CEO, Federal-Mogul LLC. Osterland, who began his career with Federal-Mogul in 2002, has held positions of increasing responsibility including director, purchasing and supply chain, engine hard parts; director, purchasing, global aftermarket; director, business development, global chassis; and general manager, global steering and suspension. Most recently, he was general manager, chassis, Americas.

Frohock joins Federal-Mogul after a long career with Meritor, which he joined in 1997 as an application engineer.

He has held positions of increasing responsibility, including director, braking systems; general manager, global trailer; vice president, aftermarket and trailer, North America; and vice president, aftermarket, North America, where he

was responsible for Meritor’s aftermarket business in the commercial vehicle truck, trailer, specialty and bus, defense, and independent markets. federalmogul.com

UCI board names new CEO for ASC/Airtex UCI International Holdings Inc. – the parent company of ASC water pumps, Airtex fuel pumps and Champion Labs filters – announced the resignation of Brett McBrayer as CEO of ASC/Airtex and the corresponding appointment of industry veteran Dave Peace to the same position.

Peace took over as CEO of ASC and Airtex in April.

Peace is a tenured senior aftermarket executive whose most recent position was president and COO of Wells Vehicle Electronics, a division of NGK Spark Plugs. He ran Wells since 2007 and led the successful sale by UCI to NGK in 2015. Before running Wells, Peace held senior executive leadership positions at Qualitor, Jordan Industries and Visteon Corp. uciholdings.com

www.regitar.com

30 1987-2017

Celebrating 30 years as a global manufacturer of high quality automotive electronics to the Aftermarket. Look to REGITAR for all your Ignition System, Charging System, and TPMS needs. Visit our Website for the complete list of products.

Years of Excellence

Call us for Technical Support on all our Products 2575 Container Drive | Montgomery, AL 36109 Tel: 334.244.1885 | Toll Free: 1.877.REGITAR | Fax: 334.244.1901 | info@regitar.com MARK ON CARD NO. 430 Aftermarket International

August 2017

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[INDUSTRYNEWS] ALL AROUND THE AFTERMARKET INDUSTRY

PEOPLE

TRANSACTIONS

Aisin Group promotes Brad Owens to VP of sales Aisin Group, a Tier 1 automotive component manufacturer, promoted D. Brad Owens to vice president of sales. The announcement was made by John Clark, president of North American Sales Division, Aisin World Corp. of America. As vice president, Owens is responsible for direct OEM customer contact and interface between the Aisin sales team and North American plants to ensure quality, delivery and customer satisfaction standards. Owens, who had been assistant vice president of sales for all Asian customers, joined Aisin in 2000 as manager of engine component sales. Previously, Owens was a sales manager with UGN, a Chicago-based manufacturer of automotive sound dampening products. Before his career in sales, Owens had several years of experience in automotive quality, manufacturing and production engineering. aisin.com PARTS

Raybestos expands line of brake products Raybestos has expanded its line of premium quality brake products by adding 428 new part numbers: • brake hoses 86 • brake rotors 88 • brake calipers 70 • brake caliper assemblies 140 • brake cables 28 • clutch hoses 10 • brake pad sets 6 “We are continuously adding new part numbers to our line of premium quality brake products to help our customers grow their brake businesses,” says Kristin Grons, marketing manager, Brake Parts. “We’ve added part numbers throughout all product categories to ensure our customers have optimal coverage.” raybestos.com

AP Emissions Technologies merges with Centric Parts AP Emissions Technologies, based in Goldsboro, North Carolina, and Centric Parts, based in City of Industry, California, agreed to merge. The combined business will offer full-line exhaust, friction and brakes, as well as chassis products to traditional wholesale distributors, feeders, retailers, and performance and specialty channels. Terms of the deal weren’t disclosed.

The businesses have had an affiliation previously.

In 2015, Centric and AP announced high-level joint board appointments meant to formalize existing cooperation between the companies and lead the way to future business growth. The move came at a time when AP was looking to grow organically and via acquisition in the core emissions market and adjacent aftermarket segments. Hugh Charvat will lead the combined business as CEO, and Dan Lelchuk, who co-founded Centric in 2000, will remain president of Centric.

“This merger will help accelerate our growth by providing a one-stop-shop experience for our customers,” Lelchuk says.

“This merger creates the opportunity for further acquisitions in the undercar aftermarket to provide a comprehensive and expanding product offering to the industry,” Charvat adds.

Harvest Partners, a private equity firm with experience in the automotive aftermarket, will provide equity capital – in partnership with Audax Private Equity (an existing investor in AP and Centric) and management – to fund the combination. centricparts.com

apexhaust.com

The Lodi Group buys ATP The Lodi Group of Monterrey, Mexico, acquired the assets of ATP, Inc. Under new ownership, the company operates as Automotive Technology Products, LLC. A priority is to restore order fill to the company’s extensive customer base and continue supplying the highest quality products with excellent customer service.

The Lodi Group – an OE manufacturer of flywheels, flexplates, ring gears and other related powertrain products – owns manufacturing facilities in North America and automotive aftermarket supply companies specializing in powertrain and power transmission components. ATP is an aftermarket supplier of transmission parts, kits chemicals and filters, as well as flywheels, flexplates and cables. lodi.com.mx

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ADVERTORIAL

Feel at Home at AAPEX 2017 With a focus on international, event organizers take extra steps to make it easy for you to do business at AAPEX. In 2016, more than 16,000 international buyers were in Las Vegas during AAPEX. But it’s not just the appeal of seeing new products and new technologies in the global automotive aftermarket industry that attracts buyers from around the world. It’s also the extra steps AAPEX takes to ensure buyers stay ahead of the curve and feel welcome and comfortable when far away from home.

Website in Multiple Languages The AAPEX website (aapexshow.com) is offered in Chinese, Italian, Portuguese, Spanish and English, and is one of the best tools to use when planning a trip to AAPEX. It offers online Registration, Housing (aapexshow.com/rooms) and International Visitor information, making it easy to complete the initial steps to attend the event. After registering, you can seamlessly generate personalized Letters of Invitation to use when requesting visas.

With more than 2,200 exhibiting companies and 40-plus AAPEXedu sessions, mapping out your itinerary beforehand is essential to get the most out of AAPEX. The website’s Find Exhibitors and Parts feature can help you narrow down new products and suppliers to see during the event. Exhibitor listings include contact information and booth location, making it easy to set up meetings in advance of AAPEX.

Tools to Locate U.S. Exporters AAPEX works closely with the U.S. Commercial Service, the export promotion arm of the U.S. Department of Commerce, to help you identify companies that export. You also can use an advanced search feature on the website to identify these companies.

When onsite, AAPEX provides “We Export” signs in exhibitors’ booths. The printed Buyer’s Guide, as well as Ask Joe kiosks located throughout AAPEX, also can be used to find companies that export.

International Buyers Center The newly redesigned International Buyers Center provides the perfect setting for friends, colleagues and business partners to meet during AAPEX. The center offers translators, staff members to answer questions, computer stations, private meeting rooms, and light drinks and refreshments.

As an added benefit, the center is

located close to the AAPEX exhibit halls, as well as International Registration and its staff of translators.

The center also serves as a meeting place for delegates traveling to AAPEX with official buying delegations. In 2016, AAPEX welcomed more than 20 delegations, many that were led by specialists from the U.S. Commercial Service. To learn more about the benefits of travelling with a buying delegation, contact your local U.S. Embassy or Consulate and speak with the automotive commercial specialist.

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In 2016, Latin American buyers used the International Buyers Center as the place to meet with U.S. exporters through a matchmaking program hosted by the Auto Care Association, in partnership with the International Trade Administration and the U.S. Commercial Service.

Networking Receptions AAPEX offers exceptional networking opportunities as more than 158,000 automotive aftermarket professionals are in Las Vegas during the event.

International buyers annually are welcomed at two key networking events during AAPEX: the AASA Overseas Automotive Council (OAC) Global Reception and the Import Vehicle Community Fabulous Networking Reception.

“I was really impressed by the content, particularly on the education side.

Administration was very efficient. The registration process was excellent. Being an overseas participant, we were treated like royalty,” said AAPEX 2016 attendee Peter Burne, business development manager, Lintrex Australia.

AAPEX 2017 will be held Tuesday, Oct. 31 through Thursday, Nov. 2, at the Sands Expo in Las Vegas.

AAPEX represents the $356 billion global automotive aftermarket industry, and is co-owned by the Auto Care Association and the Automotive Aftermarket Suppliers Association (AASA), the light vehicle aftermarket division of the Motor & Equipment Manufacturers Association (MEMA). For more information, visit the AAPEX website, www.aapexshow. com or e-mail: info@aapexshow.com.

On social media, join the discussions and follow AAPEX at #AAPEX17.

Contact Information: AAPEX Event Management William T. Glasgow, Inc. 10070 W. 190th Place, Mokena, IL 60448 Tel: 708.226.1300 / Fax: 708.226.1310 Website: www.aapexshow.com E-mail: info@aapexshow.com

I

M A N Y

ELECTRONIC

SENSORS I N F O R M T H E

POWERTRAIN CONTROL MODULE A B O U T

E V E RY

OPERATING CONDITION YOU CAN IMAGINE.

BY BOB FREUDENBERGER 22

Aftermarket International

n the days before electronic engine management made its great strides in performance and efficiency, about the only things present in a vehicle that could be construed as sensors were the cooling system thermostat and the thermostatic vacuum bleed, which was used with an air cleaner intake flap to blend heated air from over the exhaust manifold with cool air from the snorkel.

Now we’ve got an alphabet soup of electronic sensors that inform the powertrain control module (PCM – the main on-board computer, also known as the electronic control module) about every operating condition you can imagine: TPS, CTS, CKP, IAT/MAT, etc. (We’ll explain these acronyms as we go along). To illustrate the operation of a computerized engine management system, we’ve often used the analogy of spies reporting to an intelligence agency, which then commands operatives in the field.

Sensors let the PCM know what’s going on in the real world beyond its artificial digital environment. On the basis of this input and according to its programming, the computer makes decisions and issues orders to various actuators, such as duty solenoids, injectors, stepper motors, etc., which alter dynamic adjustments to tailor mixture, spark timing, idle speed, valve timing, and other settings to suit conditions. On/off functions such as canister purge and torque converter clutch lockup are also controlled. If the information received is faulty or interrupted, driveability and performance will be degraded.

There are basically two types of sensors, voltage-modifying and voltage-generating. For the former, another useful analogy is that their operation is much like that of radar – send out a signal, then analyze what you get back. In this case, the signal will be 5V, and the reduced voltage that’s returned to the computer is the information on which it makes decisions.

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In other words, they don’t make voltage, they just restrict it.

They are essentially variable resistors that allow most of the signal to return when at a low-ohms position or condition, then less and less as resistance rises. The computer watches the voltage drop. Voltage-modifying sensors come in three varieties: potentiometers, thermistors, and pressure sensors.

Besides the traditional oxygen sensor, a good example of a voltage-generating sensor is the inductive type for crankshaft position. It contains a coil around a permanent magnet and may be mounted near the flywheel or crankshaft pulley where a toothed wheel rotates near it. Each time a tooth passes its tip, AC voltage is created. This only requires two wires, but a third is commonly added that acts as a coaxial shield to keep the signal uncorrupted.

In the late 1970s when computerized engine management first appeared, we worried that the sensors involved would quickly be destroyed by their hostile environment, and we in the auto service profession would be overwhelmed by the continuous need for diagnosing and replacing them. It turned out, however, that they’ve proved to be quite robust. There are just as many problems associated with wiring and connections as with the sensors themselves. They do fail on occasion, however, so the challenge for us technicians is to determine if the problem with the data coming in to the PCM is in the sensor itself or because of something else altogether.

On-board self-diagnostics, a scan tool, a DMM, or a lab scope can point you to a sensor that’s out of range or entirely inoperative. But the problem may be elsewhere in the circuit, or a related condition could fool the equipment and you. Plugging in a new sensor without making sure it’s faulty is just a modern manifestation of old-fashioned “shotgun” troubleshooting.

Hence the tests included here.

If the engine’s in good condition mechanically and the sensor itself checks out, the source of the complaint is most likely a broken or frayed wire; a loose or corroded connection; or, less probable but more expensive, a faulty computer.

The volume knob of a radio is connected to a potentiometer, also called a variable resistor.

That’s exactly what a TPS is. It modifies the 5V reference the computer sends to it.

This inductive crankshaft position sensor (CKP) contains a coil around a magnetic core and generates an AC signal.

It would be embarrassing to blame a sensor or two for a performance problem when the real cause of the trouble is damaged wires or connections.

Even worse would be condemning an expensive engine management computer when the failure is in a sensor or its circuit.

FOOT ACTION The TPS (throttle position sensor), which falls unequivocally into the voltage-modifying category, informs the PCM of what the driver’s doing with his right foot. A signal that indicates a quick transition from cruise to wide open, for instance, tells the computer that a richer mix is needed.

Inside this device, a strip of carbon provides resistance, and a brush or wiper moves along its face as the throttle is opened.

The farther the brush is from the source of current, the more carbon those electrons have to travel through and the higher the resistance. It’s a three-wire device with terminals for supply voltage (connected to one end of the carbon strip), output back to the PCM (attached to the brush), and ground (the other end of the resistance element).

For some reason, this isn’t the longest-lived component you’ll ever find, and failures are frequent. The most common Aftermarket International

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An accurate DMM will allow you to test sensors directly. aftermarketinternational.com

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A graphing multimeter will give you more testing options and better results than a DMM. This one even guides you through the tests.

A lab scope is even better. With multiple traces, you can see several signals at once.

A high-quality scan tool will tell you most of what you need to know with less effort (courtesy Vetronix).

symptom is probably tip-in hesitation, but other driveability troubles aren’t unusual. If the TPS is hanging up, it can cause high idle speed because there’ll be more voltage than the specified minimum in the return wire. Combined with high vacuum, this will make the computer think the engine is in deceleration, so it’ll back out the AIS (automatic idle stabilizer) motor.

Hard starting is another possible issue if the sensor doesn’t return completely. For example, if the signal is 2.4V above the closed-throttle value while cranking, the PCM will read it as full throttle and engage the clear-flood mode. The injectors won’t get the necessary pulses and fuel won’t flow.

Any scan tool will show you the returning signal in the data stream. To perform a direct DMM (digital multimeter) test, pull the sensor’s plug, then connect all three terminals to the harness again using jumpers with contact taps. Hook your meter between the output and ground wires, switch on the ignition, then look for the minimum voltage specification (commonly about .25V) with the throttle at curb idle position. Open the throttle slowly to do a sweep test. You want to see an even rise to about 5V. Voltage should go up smoothly. If it drops back or jumps ahead at any point in its travel, get a new part. If you want to back up your findings, repeat the sweep test using an ohmmeter across the sensor’s supply and output terminals.

Some versions are adjustable, and a setting that’s off just two tenths of a volt has been known to cause trouble.

THE ELECTRONIC THERMOMETER One of the cornerstones of modern engine management is input on coolant temperature. The PCM simply couldn’t issue commands that result in good efficiency and performance without it. So all systems, regardless of make or vintage, include a CTS (coolant temperature sensor). This a thermistor – its resistance changes with temperature. There are two varieties. In

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the PTC (positive temperature coefficient) version, ohms go up with temperature. The NTC (negative temperature coefficient) type, which is by far the most common, works just the opposite.

Resistance goes down as heat goes up (for example, a common range is 25,000 ohms at temperatures below freezing to 185 ohms at the boiling point).

The amount of resistance the sensor is presenting to the flow of electrons, hence the voltage drop, lets the PCM know the state of the engine, and it makes decisions accordingly. But the CTS can lie. With an NTC unit, too many ohms and the system may never go into closed loop, or may run rich because the computer will believe the engine is colder than it really is. Too little resistance and lean stumble and surge problems will be likely (some free-thinking technicians splice a resistor into the CTS signal wire to trick the brain into providing a richer mix). A scan tool will let you read coolant temperature directly. A cold engine should obviously show about ambient, and a hot engine should produce a display of about 100 deg. C (212 deg. F.).

Published somewhere in every car’s diagnostic literature is the resistance the CTS is supposed to have at various temperatures.

Check the actual coolant temperature with a thermometer/ pyrometer, switch your DMM to ohms, then take a reading across the sensor’s terminals. A component locator diagram would be helpful here because it’s easy to mistake the CTS for the thermoswitch that controls the electric radiator fan, which also has two terminals. Failing in that, trace wires back from the fan motor to its relay, then from the relay to the fan thermoswitch.

Start the engine and watch the reading. If you don’t see at least a 200-ohm change within a minute, unscrew the sensor to see if it’s coated with the kind of corrosion that tends to form in the cooling system. Clean it and try again. If you don’t get that rapid resistance change, or your readings don’t match specifications, replacement is justified.

PAYING ATTENTION? Next, find out if the system is responding to CTS input. With a typical NTS unit, you can unplug the sensor’s lead to simulate the high resistance of super-low temperatures. This will richen the mixture, so idle should speed up. Jumping the two connector terminals should trick the computer into believing you’re driving through the desert in the summer. The lean blend it commands may make a cold engine’s idle roughen or stall it out altogether.

But instead of relying on the somewhat subjective criterion of idle quality, you might want to read injector pulse width. This is easy with a scan tool or a lab scope, but you can do pretty well with the six-cylinder scale of a digital dwell meter tapped into an injector’s ground wire. Pulse width should increase with the connector pulled, decrease with the terminals bridged.

Beyond that, you can put a 50K ohm potentiometer and a 100 ohm resistor (to provide some resistance when the

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ELECTRONIC SENSORS

potentiometer is turned to full hot) in series in the sensor wire. If the dwell/pulse width varies as you change resistance (you’ll have to keep adjusting idle speed to keep it constant), the computer is indeed using input on coolant temperature in its calculations. By the way, hand-held sensor simulators have been available that make such substitution tests easy on most types of sensors, but that type of troubleshooting has mostly faded away.

Piercing the insulation is one way to tap into a wire. This is frowned on by auto company engineers – they recommend backprobing connectors to avoid broken wires.

THICK AND THIN If you know what makes a hot air balloon float upward, you understand that temperature affects air density. There are more molecules of oxygen per cubic unit of cold air than of warm air, ergo the cooler the intake stream, the leaner the mixture (given the same amount of fuel). So the computer has to know about the temperature of what’s entering the manifold to keep the blend right, and that’s the job of the IAT/MAT (intake air temperature/manifold air temperature) sensor. Although it’s exposed to a gas instead of a liquid, it works in the same way as a CTS. With a cold engine, a scan tool should give you a reading equal to the ambient temperature.

PRESSURE VERSUS VACUUM Inside any pressure sensor is a silicon diaphragm element that flexes when vacuum or pressure bears on it, and this movement varies its electrical resistance (the more it flexes, the higher the ohms). In the absolute type, there’s a trapped reference pressure against which the variable value acts, whereas the differential variety has one side open to manifold vacuum and the other open to the atmosphere.

The MAP (manifold absolute pressure) tells the PCM how much vacuum the engine is producing, which is essential input.

In fact, some systems use it instead of a TPS or revert to it if the TPS fails. The barometric (or BARO) sensor reports on atmospheric pressure as it changes with altitude (Are you up in the thin air of a high plateau?) and weather conditions (Are you in the eye of a hurricane?). Commonly, these are combined in one differential-type MAP/BARO sensor.

A hotline troubleshooter once gave us some good advice on MAP sensors. “The biggest clue is a lean condition,” he said.

“Using your scan tool, look at BARO. It should be about what the weatherman tells you (prevailing barometric pressure). Get both BARO and MAP readings, which should be the same with the engine off. With the engine running, subtract MAP from BARO to get actual vacuum, which you can compare to a mechanical gauge reading.”

Generally, MAP sensors can be checked using jumpers with contact taps so the component can stay in the system, just as mentioned previously for the TPS. On a typical vehicle, terminal A is ground, B is sensor output voltage, and C is reference voltage. With the key on, first see that you’ve got somewhere around 5V between A and C. Then, look for 4.6V between A and B. Apply vacuum to the sensor’s nipple with a

Aftermarket International

August 2017

Early in the electronic engine management era, this ingenious sensor simulator appeared. You could inject a signal into a sensor’s circuit to see if the computer would respond. Other diagnostic means superseded it long ago.

Except that its tip is exposed to a gas instead of a liquid, an intake air temperature/manifold air temperature sensor works in the same way as a coolant temperature sensor.

A MAP (manifold absolute pressure, or MAP/BARO) sensor provides an important computer input. It also allows you to read engine vacuum and ambient barometric pressure on a scan tool.

manual pump to make sure it changes.

To do a dynamic test, use your favorite method of reading pulse width and again apply vacuum to the sensor. The pulse should go down as vacuum goes up. At idle, a high vacuum will kill the engine because it simulates deceleration, a mode in which the computer shuts down the injectors.

Sometimes engines cut out intermittently while idling because of this function. This happens when the timing has been advanced beyond specifications so the throttle opening has to be smaller than normal to maintain proper idle speed. That, in turn, produces enough vacuum at idle to trigger injector cut-off. Believe it or not, ice can interfere with the MAP signal – condensation in the vacuum line tends to freeze. Route it as necessary to eliminate low spots. n

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[NEW PRODUCTS] INNOVATIONS FROM AFTERMARKET MANUFACTURERS

Coolant temperature sensors A new line of coolant temperature sensors, which are engineered using exact specifications of well-known vehicle manufacturers, have a clean and simple design that features fewer components, making them lightweight, cost effective and easy to install. The sensors measure coolant temperature changes within a vehicle’s cooling system. This continuous measurement is sent to the vehicle’s powertrain control module and helps manage fuel injection, ignition timing, variable valve timing and transmission shifting. Key features and benefits of the coolant temperature sensors include: • 100-percent factory resistance calibrated to ensure precision tolerances, resulting in extremely accurate temperature for optimal performance; • automated assembly process ensures consistent trouble-free products; and • more than 90 percent coverage for domestic and import nameplate applications.

Rust Prevention Technology rotors Rust Prevention Technology (RPT) rotors are specially coated with Grey Fusion 4.0, providing maximum protection from corrosion and comebacks and increasing service life. RPT rotors are coated to prevent the corrosion that causes rust jacking while keeping the edges and vanes rust free for optimal airflow and cooling. Field testing proves they stand up to rain, salt and snow. The RPT rotors are ideal for open-wheel-design vehicles in all weather conditions. With 556 part numbers available, updated coverage will be added as vehicles become available in the market. The rotors are qualified by industry standard test procedure ASTM-B117 and are SAE Standard G3000 qualified for structural integrity and maximum service life.

stant.com For more information, see reader service page, and write in 443.

raybestos.com For more information, see reader service page, and write in 441.

ATV 4T motor oil 5W-50 Liqui Moly developed ATV 4T motor oil 5W-50 for ATVs, quads and side-by-side (SxS) vehicles, which when used away from the road, put a lot more strain on the motor.

Dust and sand can increase dirt ingress, which increases wear on the motor. The airflow is another factor that played a role in developing ATV 4T motor oil 5W-50. The additive components are put together in such a way that they protect the motor against wear, even in the most extreme conditions.

liqui-moly.com For more information, see reader service page, and write in 442.

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Aftermarket International

August 2017

aftermarketinternational.com

Tire changing systems Hofmann monty tire changing systems increase productivity and improve performance so technicians can change more tires more efficiently. The new tire changing systems include Hofmann monty 1625, 3300 and 3550.

Designed for high-volume tire shops, multibay repair shops and car dealerships, the 1625 swing-arm tire changer features a 24-inch outerwheel clamping standard and includes a four-jaw clamping chuck, which is self-centering and clamps wheels with a 26-inch inner or 24-inch outer diameter.

High bay LED luminaries High bay LED luminaries are designed to perform better, longer and brighter than traditional metal halide and fluorescent lights. The luminaries will turn on instantly, save as much as 70 percent on energy costs and last as long as 50,000 hours of operation. For industrial applications, users can choose from 277V, 347V and 480V options – and 120V/240V options are available for commercial spaces. A selection of tube styles (integrated/linear and fluorescent) and dimmable features help users get the most out of the lights, which are ideal for industrial and commercial facilities.

The 330 allows for a tire diameter of 40 inches, an outer-wheel diameter of 24 inches and wheel widths as wide as 15 inches. It can handle various wheels, ranging from OEM to aftermarket products. The tilt-tower feature has automatic pneumatic locking of the wheel offset to provide maximum cosmetic safety for expensive wheels.

The two-speed 3550 features a patented EasyMont Pro Pneumatic Bead Assist and is equipped to handle wheel diameters as wide as 30 inches.

It’s specifically designed to change low-profile, high-performance and run-flat tires. The advantage of 14 RPM on the 3550 allows a technician faster throughput in the bay while the pneumatically controlled mount/ demount head eases operator effort while allowing for manual guidance and movement.

larsonelectronics.com For more information, see reader service page, and write in 444.

hofmann-usa.com For more information, see reader service page, and write in 446.

Aerosol can technology With an all-around spiral debossing, the company’s new aerosol cans have a different look and feel. The cans are the same professional grade products customers have been used to, but the grip on the can is easier. The new technology was featured on a majority of the company’s aerosol products housed with the first embossed cans, which arrived in May.

cyclo.com For more information, see reader service page, and write in 445.

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[TRADE SHOWS] AUTOMOTIVE AFTERMARKET PLACES TO BE

Equip Auto 2017:

repairing today, preparing tomorrow

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quip Auto, a trade show focused on automotive aftersales and services for mobility, will be held from Oct. 17-21, 2017, at the Paris Expo Porte de Versailles. The show – owned by French Vehicle Equipment Industries Federation (FIEV) and the French Bodywork Federation (FFC) and supported by trade body partners – aims to help all vehicles repair professionals take advantage of the market’s resilience, decode the new challenges of their sector, and discover innovative solutions and ways to adjust their businesses to meet these challenges.

“Equip Auto is aiming to welcome more than 1,400 exhibitors and brands and 95,000 professionals,” says Jacques Mauge, chairman of FIEV and Equip Auto.

Professionals in the automotive aftersales and service market cater to the needs of a French automotive fleet estimated at 38.6 million vehicles in 2016, of which 32 million are light-duty vehicles (LV). The LV fleet, which has an average age of 8.8 years, grew by 0.1 percent between 2015 and 2016, according to the TCG Conseil for CNPA. The automotive aftersales and service market has contracted by 5 percent in value since 2012 to settle at $32 billion in 2016, according to TCG for CNPA. This decline is mainly because of an 8.8 percent reduction of maintenance and repair operations volume during the past four years, from 58 million to 53 million between 2012 and 2016.

However, the profound technological changes in the automotive sector (connected vehicles, autonomous vehicles, the digitalization of contacts and services), along with those concerning repair equipment and materials, offer reasons to think about growth opportunities and objective motivations for repair and service technicians to adjust.

As such, Equip Auto identified key factors of changes within the aftersales and mobility services

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sector. Using surveys conducted on repair shops and their suppliers or partners, and work meetings with trade bodies, Equip Auto has highlighted three key issues shaping its own positioning and promise: • reducing pollutant emissions; • improving comfort and safety with automateddriving; and • the emergence of digital technology in repair workshops.

Equip Auto 2017 aims to show professionals how best to handle the market’s recovery by giving them the means to repair and prepare. It has defined three structuring priorities – business, innovation and meetings – that enable technicians to find solutions and adopt innovations.

Business Business is a key element of the trade show and revolves around four topics that bring together car manufacturers, OEMs, distributors, repair shops, service companies and technicians dealing with mobility: • profitably maintaining an existing vehicle fleet; • adapting workshops in a market transformed by digital technology and technological development in vehicles; • preparing for the arrival in workshops of connected and autonomous vehicles; and • diversifying repair shop business activities.

These themes were validated and additionally developed by a process that involved trade bodies, OEMs, industry experts, workshops and their suppliers through targeted and qualitative surveys.

Conducted in February 2017 among 450 workshops, an initial survey provided insight into their view of the market and expectations from the show.

Findings that came out of this include: • although they consider themselves competent, 25 percent want technical training;

• more than 50 percent want to make use of the trade show to update their knowledge; and • nearly one-third are hoping for advice to better invest in parts and equipment.

These subjects are dealt with via the training and demo space, themed visitor trails and a TV studio, the Used Vehicle Universe and the Bodywork and Paint Village. The show is encouraging professionals to come from French-speaking countries, Southern Europe, the Maghreb, and countries such as Iran and Poland.

In the training and demo space, workshops will be organized throughout the trade show. Situated in Hall 3 and organized in partnership with the French automotive training association GNFA, the space will be boosted by the exhibitors’ operations on this same space or on their own stands. The GNFA has defined its program based on five subjects: 1. An educational bodywork-paint trail. A workshop based on four divisions: bodywork, paint, loss adjuster relations, costing. The visitor, guided by a host and an avatar, will be asked about their business issues and will leave with a short assessment of their requirements.

2. Safety distance observance systems using the distance radar. A workshop about how to configure radars and identify the aftersales impact of this technology.

3. Autonomous vehicles. A workshop to present the different types of vehicles and their maintenance.

4. Reduction of pollutant emissions, new motorizations. Understand the European regulations and their impacts and differentiating

between European depolluting regulations and regulations minimizing CO2 emissions. Identify energies suitable for different vehicle uses.

There will be demo workshop about depollution (reduction of NOx) and a petrol demo workshop on reducing CO2 emissions.

5. Reduction of tire rolling resistance. This includes the composition and characteristics of the so-called green tire (on display with demonstration and handling) and the geometry of undercarriages to reduce friction and rolling resistance of tires (short training course with models and practical workshop).

Furthermore, A TV studio in the center of Hall 2.2, will be the show’s platform of expression.

It will welcome celebrities, the media, experts, companies and exhibitors, who will cover many subjects focusing on the requirements of workshops and sector professionals. Different program formats also will be available throughout the five days and broadcast live on the show’s YouTube channel: • Newsflashes will present the latest technical solutions backed up with demonstrations.

• Interviews will be conducted live from stands.

• Programs with a focus on technology will cover different subjects with leading insight from personalities (new motorizations, reduction of pollutant emissions, connected diagnostics, connected car applications, etc.).

• To help workshops improve their profitability, special programs will cover the theme of “Work better to earn more,” backed up with advice.

• There will also be programs dedicated to key environmental subjects, such as environmentally-

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[TRADE SHOWS] AUTOMOTIVE AFTERMARKET PLACES TO BE

category by a judging panel of 60 journalists from 14 countries.

• The Innovation & Startups Park, which will bring together 50 startups or innovative enterprises providing solutions to automotive aftersales professionals and those dealing in the mobility of goods and people.

• The autonomous vehicle demonstrator, organized in partnership with the Syndicat des Equipements de la Route (SER), will show autonomous and connected vehicles on a demonstration track to demonstrate how they interact with road equipment.

Innovation is also promoted to young people with the special event, monjob@futurauto, which will welcome 800 to 1,000 students from business or engineering schools. friendly maintenance, environmentally-friendly repairs and recycling, reuse of parts and predictive/ preventive maintenance.

There also will be programs that report on the sector’s new businesses (distribution, used vehicle washing, bodywork, rental).

The Bodywork-Paint Village, organized by the Fédération Française de Carrosserie (FFC), will assemble its members’ product ranges at the centre of Hall 1. FFC and its partners will be organizing events to encourage relations between body shops and suppliers in a friendly and professional setting.

Innovation The idea of innovation is supported by: • The International Grands Prix for Automotive Innovation, designed around eight new categories (parts, equipment and components; tires – equipment and tire services; lubricants, care products; bodywork-paint; services for connected mobility (telematics operators, leasing and fleet management companies, etc.); services for professionals (IT, software publishers, DMS, management tools, etc.); repair – maintenance – workshop equipment; washing – service areas) in which a Gold Award will be awarded in each

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Aftermarket International

Meetings This year’s show features a gala on Tuesday evening, as well as daily happy hours. A new event will lead to meetings, as the show will be one of the backdrops for the World Mobility Challenge prologue. The World Mobility Challenge is an expedition dedicated to vehicles powered by alternative energy, with a vocation to promote innovation in the automotive industry. It will bring together 13 teams of three cars each (one taking part in the race, one supplying spare parts, and one taking photos of the race). This expedition will start 120 days before the Paris Motor Show. It will start in Beijing and end in Paris on the opening day of the Paris Motor Show. Additionally, services and digital tools will be offered to exhibitors and visitors for an enhanced trade show experience.

New layout Show management also is introducing a new layout this year. Hall 1 includes vehicle equipment, parts and components; bodywork equipment and paints; networks and services; car remarketing; washing, service areas, lubricants, cleaning products and tow trucks. Hall 2 includes tires, rims, accessories; parts, equipment and components. Hall 3 includes parts, equipment and components; repairs, maintenance, tools and diagnostics. n

MIMS Automechanika Moscow 2017

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IMS Automechanika Moscow – the largest trade show for automotive parts and car maintenance equipment targeting trade visitors from Russia and neighboring countries – will take place Aug. 21-24 at the Expocentre Fairgrounds.

It’s the 21th international exhibition of automotive parts, components, car maintenance equipment and product. The show covers the following product groups: automotive parts, spare parts, car washing, workshop and filling-station equipment, IT products and services, accessories and tuning. The exhibition is organized by ITEMF Expo, a joint venture of ITE Group and Messe Frankfurt international exhibition companies. More than 30,000 decision makers of the Russian automotive industry plan to attend.

Last year, the show’s footprint was 52,00 thousand square yards in five exhibition pavilions and outdoor exposition areas. There were 1,022 exhibitors from more than 50 countries. National Pavilions included China, France, Italy, Korea, Singapore, Taiwan and Japan. And there were more than 30, 700 visitors during the four-day show.

For the third year, MIMS Automechanika Moscow featured Truck Competence to highlight the range of products and services in the commercial vehicles section, which has been of a special interest for professional visitors of the trade show, as well as for the industry in general. One hundred fifty companies participated in Truck Competence program in 2016.

Eighty percent of last year’s visitors expect to visit the exhibition in 2017. Last year, 41 percent of attendees have became aware of new products and services; 34 percent have found new suppliers and business partners, and 33 percent personally take a decision on procurements. Based on last year’s show the business profile of attendees looks like this: • 78 percent search for new suppliers and business partners;

• 75 percent gain awareness of new products and services; • 57 percent meet suppliers and business partners; • 57 percent are in wholesale and retail trade in auto parts and components; • 16 percent are in repair and maintenance of vehicles; and • 10 percent are in the manufacture of auto parts, automotive components, auto-care products. n

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Supplier Spotlight

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REGITAR USA Inc., established in 1987, is a major manufacturer and distributor of quality automotive electronics for Ignition and Charging Systems for import and domestic vehicles, TPMS sensors, and Auto & Equipment Tools. Visit the company website for the full line of over 4000 products with reference numbers and application data. Additional tech support articles, new product flyers, and latest news are also available.

MARK ON CARD NO. 432

Tel: 1.334.244.1885 / Toll Free: 1.877.REGITAR (1.877.734.4827) / Fax: 1.334.244.1901 Email: info@regitar.com / Web: www.regitar.com Regitar_Profile_jg2.indd 1

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2/22/17 11:33 AM

FTERMARKET I N T E R N AT I O N A L

Contact : Brad Glazer, Publisher • 216-233-6943 • bsgrep@aol.com Mail to: 3793 Meadowbrook Rd., Cleveland, OH 44118 Fax in the USA • 216-803-6151 • www.aftermarketinternational.com

Don't delay,simply fill out the form and return it to us via fax or mail. FAX 216-803-6151 Please write the number of the product that you are interested in below:

Please check each of your companies activities.

A ❏ Operators of a fleet of vehicles, including trucking companies, buses, passenger and taxi fleets B ❏ Independent repair shop or service station, engine rebuilder, body or paint shop C ❏ Vehicle dealer, importer, distributor D ❏ Parts or equipment distributor/representative/dealer/importer E ❏ Vehicle manufacturer or assembler, parts or equipment manufacturer F ❏ Government, school, association G ❏ Other (please specify)____________________________ COMPLETE ONLY IF YOU ARE A FLEET OPERATOR: TYPE OF VEHICLE: ____________________________________________________________

1 ❏ Trucks

2 ❏ Buses

500 ❏ Accessories 501 ❏ Air conditioning, cooling, heating 502 ❏ Alignment and balancing equipment 503 ❏ Analyzers and testers 504 ❏ Brakes, wheel, axle, parts

3 ❏ Taxis

4 ❏ Autos

505 ❏ Fuel system parts 506 ❏ Car care products 507 ❏ Chassis parts 508 ❏ Collision repair equipment 509 ❏ Engines, engine parts 510 ❏ Ignition/Electrical

511 ❏ Lighting 512 ❏ Lubricants, additives, chemicals 516 ❏ Filters: fuel, oil, air 518 ❏ Tools and shop equipment 519 ❏ Transmission, drive train parts

520 ❏ Pumps, fuel, oil, water 521 ❏ Suspension parts 522 ❏ Collision repair parts 523 ❏ Exhaust parts 524 ❏ Heavy duty parts 525 ❏ Hoses and belts

Do you wish to receive AFTERMARKET INTERNATIONAL for FREE? ❏ YES ❏ NO Name ________________________________Title ____________________________ Company _____________________________________________________________ Address ______________________________________________________________ Phone __________________________________Fax___________________________ E-mail________________________________________________________________

32

Aftermarket International

August 2017

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GET THE BEST OF BOTH WORLDS — BRAND RECOGNITION WITH A PRINT AD AND LEADS THAT ONLY ONLINE ADVERTISING CAN SUPPLY!

MUST SEE Contact Brad Glazer, Publisher

1 (216) 233-6943 bsgrep@aol.com aftermarketinternational.com

•Rotating Electrical (Alternator, Starters & Components) •Fuel Pumps, Filters, Injectors •Electrical Switches, Fans, Bulbs, Sockets, etc...

•Emission Controls (TPS, MAF, MAP, CMP, CKP, O2) •Ignition (Coils, Modules, Distributor, Magnetos, etc...)

•Windsheild Wiper Motors and Other DC Motors

GreenTune Automotive Products, LLC is a leading wholesale distribution company specializing in original & aftermarket Engine Management replacement parts. Exclusive distribution of the ASNU® Fuel Injector Diagnostic Test Bench & Ultrasonic Cleaner for Latin America includes ASNU GDI Machine, GDI Adapter Box, Electro-Piezo Adapter Box, FLOW-RITE™ Calibration & Test Fluid, BIO-CLEAN™ Ultrasonic Cleaning Fluid, BIO-DIESEL CLEAN™ Ultrasonic Cleaning Fluid, and injector replacement components.

Contact: Adam Witchie / 352 508-9054 info@ greentuneautomotive.com www.greentuneautomotive.com

Phone: 305 597-5740 / Fax: 305 597-5741 / sales@textronic.us www.textronic.us / 4079 NW 79th Ave., Doral, FL 33166 USA

MARK ON CARD NO. 433

MARK ON CARD NO. 434

FLIP OVER

You can read this issue online at www.aftermarketinternational.com

To See The Spanish Ed i t i o n

Vol. 15 No. 3 2016

E n g l i s h Ed i t i o n

FEATURES

Turbocharger Resurgence

and Service Opportunities THE BIG PICTURE:

How Electronic Management Systems Work • Trade Show Previews • People in the News • New Products

www.cardone.com

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Para Ver La Ed i c i ó n e n Inglés

Vol. 15 No. 2 2016

Ed i c i ó n e n E s p a ñ o l

ARTICULOS

Resurgen el Turbocargador y las Oportunidades de Servicio

Control Electrónico del Motor • Adelantos de Exposiciones • Noticias de la Industria • Nuevos Productos

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August 2017

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33

AFTERMARKET

[MARKETPLACE]

I N T E R N AT I O N A L

Your Transmission Controls Specialists

Place your ad in our

TOLEDO DRIVELINE, LLC

MARKETPLACE SECTION

1110 Napoleon St., Fremont, OH 43420 Tel: 419-355-1200 • Fax: 419-355-1230 Toll Free: 888-604-9811 info@toledodriveline.com Transmission electronic controls, foreign and domestic, including solenoids, sensors and EPC (Electronic Pressure Controls)

Contact

Precision International is a worldwide supplier of quality products for foreign and domestic automatic transmissions. In addition to supplying aftermarket customers, we also provide product to OEMs.

PRECISION INTERNATIONAL 14 Todd Court Extension, Yaphank , NY 11980 Tel: 631.567.2000• Toll Free: 800.872.6649 www.transmissionkits.com

MARK ON CARD NO. 435

MARK ON CARD NO. 437

Brad Glazer, Publisher

1 (216) 233-6943 bsgrep@aol.com

We have been in business for 15 years. Specializing in automotive electrical parts such as sensors, coils, modules, regulators, rectifiers, injector, etc. Currently we export to more than 35 countries with immediate delivery from our inventories in Miami, USA. Contact us: Porter Industries Inc. 5220 NW 72 Ave. Bay 9 • Miami, FL 33166 +1 (305) 482-9743 porterindustriesmiami@gmail.com

2315 SW 32nd Ave., Pembroke Park, FL 33023 Tel: (800) 582-2760 • Fax: (954) 364-2401

sealsap.com

customerservice@sealsap.com

MARK ON CARD NO. 436

MARK ON CARD NO. 438

ADVERTISERS AD INDEX Reader Service Number

AAPEX Show www.aapexshow.com

21 BC

431 440

Porter Industries porterindustries@gmail.com

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436

Automann USA, Inc. www.automann.com

IFC

424

Precision International www.transmissionkits.com

7 34

426 437

5

425

Regitar USA www.regitar.com

19 32

430 432

Equip Auto 2017 www.equipauto.com

15

428

Seal Aftermarket Products www.sealsap.com

34

438

Greentune Automotive www.greentuneautomotive.com

33

433

Textronics www.textronics.com

33

434

JDS Worldwide Corp. www.jdsworldwide.com

17

429

Toledo Driveline www.toledodriveline.com

34

435

IBC

439

Transtar Industries, Inc. www.transtar1.com

Overseas Automotive Council (OAC) 13 www.oac-intl.org

427

*New advertisers appear in bold.

B&B Manufacturing www.bbmanufacturing.com

MIMS Automechanika Moscow www.mims.ru

Plews & Edelmann www.plews.com

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Reader Service Number

Page Number

Advertiser & Website

Advertiser & Website

Page Number

eBlast

Aftermarket International

August 2017

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eBlast

MARK ON CARD NO. 439

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