ATS ELGI are excited to announce the Product update for our all-newAutomatic Tyre Changer INV,which can be used for tyre changing purpose of all type of passenger Vehicles and LCV with Inverter Technology.
It offers a variable speed rotation via the built-in inverter technology gear box with motor which controls the speed of the turntable dependent on the torque required when mounting/demounting the tyre while pressing the pedal.
What is the Inverter Technology?
Based on the load, the inverter technology determines the optimum speed at which the machines should run. This is achieved by using VFD (variable frequency drive) motors that run at variable speeds. Due to this, less energy is consumed
In the Automatic tyre changaer, the motor and Gear box are directly coupled withoutusing belt and the motor is variable speed inverter motor, it given the variable rotation to the spindle depends on the input voltage while pressing in the pedal
Electric Vehicles (EVs) are transforming the future of transportation by offering lower emissions and higher energy efficiency compared to traditional internal combustion engines. At the heart of every EV lies a high-voltage (HV) battery system, which powers the vehicle. These batteries operate at voltages between 400 to 800 volts or more, these batteries present specific safety challenges that must be addressed during handling.
When transporting HV batteries to dealerships for replacement or servicing, the process of loading and unloading can be both difficult and time-consuming. To simplify this task and enhance safety, ATS ELGI has developed the EV Battery Stacker, designed specifically for the efficient and safe handling of HV batteries during loading and unloading from transport vehicles.
The EV Battery Stacker is engineered with advanced features that ensure precise and secure movement of these heavy and high-voltage batteries. Its ergonomic design not only reduces the physical strain on workers but also minimizes the risk of accidents during battery transfer. By providing stability and control, the stacker helps prevent damage to the battery and the vehicle, ensuring that the batteries remain intact during the entire loading and unloading process.
Driveshaft problems can be spotted from the moment you put the vehicle in gear to pull it into a bay. As the power is transmitted from the transmission to the rear axle, the slack from worn or damaged components is taken up, resulting in a sudden crunch or pop.
Once the vehicle is moving, you might hear a whine coming from the center of the vehicle. The noise will change as speed increases and might change as power is applied. If the vehicle is put into neutral, the sound remains the same.
The problem could be the center bearing’s support. These are used if the driveline has a two-piece driveshaft. Engineers split the driveshaft into two sections to change the harmonics. The center bearing is a ball bearing mounted in a rubber cushion that attaches to a frame crossmember.
The cushion allows vertical motion at the driveline and helps isolate the vehicle from vibration. The bearing in most center supports is sealed for life. Some do have a zerk fitting from the factory, and some replacement units also have a way to lubricate the bearing.
Premature failure of the center bearing could be the result of too much driveshaft angle, the water shield being missing or damaged, road salt and moisture, or damaged rubber casings. Also, high mileage and bearing wear can contribute to premature wear. Other issues might be related to a leaking transmission or transfer case. Some of the additives in transmission fluid can rejuvenate seals in the transmission, but on the rubber of the center support bearing it can cause it to swell and degrade.
A small amount of noise is normal when using 4WD on a low-traction surface such as snow, ice, mud or sand. When operated in 4WD on a high-traction surface, such as clear pavement, the noise generated may be much more significant. This noise is the result of “driveline loading,” which can naturally occur in 4WD.
As a vehicle travels down the road, the tires rotate a certain number of times per mile depending on the tire circumference. If all the tires are not exactly the same circumference, they will turn at different rates. On these trucks, 4WD is a “part-time” system designed for use only on low-traction surfaces.
This system has no internal differential, so the front and rear propeller shafts will turn at the same speed.
On low-traction surfaces, different tire sizes won’t have much effect, as one tire can easily slip on the road surface to match the speed of the other tires.
On a high-traction surface, it is much more difficult for one tire to slip. Therefore, the 4WD operates under a “blind” to heavy-load condition, and noise is the result.
As tire rolling rates are a major factor in this condition, consider the following essential items:
All tires should be the same size and brand (excluding the spare tire). Tires of different brands may have different circumferences, even if they are the same size;
Check that tire pressure is equal in all four tires. A tire with low pressure will roll at a different rate;
All tires have approximately an equal amount of wear. Tires with varying amounts of wear will roll at different rates; and
Ensure that all tires are the same tread type. Don’t mix on- and off-road, all-season or street tires on the same truck, as they may have different circumferences and roll at different rates.
Driveline noises caused by loading in 4WD vehicles may be mistaken for transfer case or front axle noise because they can sound very similar. 4WD noise caused by loading may exhibit the following conditions:
The noise will be greatest on a clear, dry road and decrease on a low-traction surface. Front axle or transfer case noise caused by bearing, ring and pinion, or planetary gearing will be the same on all surfaces;
The sound will increase while making a tight turn. Most front axle or transfer case noises won’t increase;
The noise can be changed from a deceleration condition to acceleration (or acceleration to deceleration) by raising or lowering tire pressure at one end of the vehicle; or
One or more of the tires may show small, short scratches around the circumference of the tire tread. These scratches are caused by the tire slipping, or “scuffing,” on the road surface.
This noise should be considered normal and attempting to repair it will not result in satisfactory reductions to driveline noise. Any attempts to correct this condition by repairing these components may cause the customer to believe that the vehicle is unreliable and will also result in an inconvenience while their vehicle is out of service.
Drivers and technicians rarely make the connection between fuel economy and brakes. Moving the pads back from the rotor by only 1mm can increase fuel economy by as much as three to five percent. For engineers, it is a huge gain that does not involve exotic materials or adding expensive components.
Anti-Drag Systems
Reducing brake drag on late-model vehicles is not accomplished by a single component; it takes a system. At the master cylinder on some vehicles, there might be a quick-take-up valve in the replenish port to hydraulically pull the caliper piston back from the rotor. At the caliper, OEMs are using seals with a special profile designed to retract the piston. Some vehicles are even using the valves in the ABS module to electronically retract the pistons. On the caliper bracket, engineers are designing hardware that can push the pad away from the rotor.
None of the drag-reducing technologies will work if the caliper is not moving freely. This is why replacing the brake hardware every time the pads are serviced is critical.
Hardware Wears Out
Like all springs, brake hardware can fatigue over time due to movement and lose spring tension. Another factor is heat. Every time the driver applies the brakes, the clip goes through a heat cycle. These cycles can add up over the life of the hardware and cause fatigue and the loss of spring tension.
The other type of wear is physical. As the pads move in the bracket, metal and surface coatings on the abutment clips can wear away. No matter how much anti-seize or brake lubricant is applied, the hardware will not be returned to new condition.
Anti-Drag Hardware
For more than two decades, automakers have been introducing new brake hardware components to help push the pads back into the caliper bracket. Most technicians may call them anti-rattle clips, but it is also a way to improve the fuel economy of the vehicle.
One of the best examples of anti-drag hardware can be found on some late-model GM vehicles. This abutment clip has a metal finger that pushes the pad away from the rotor. On the other side of the clip is a small tab that secures the pad in the bracket so it will not rattle.
Dodge uses a similar design on its full-sized trucks that has clips on to the ears of the pad. These clips can be difficult to install, but they can save the driver gas and your shop a noise comeback.
Anti-drag hardware can also reduce disc thickness variation (DTV) that can cause pulsation complaints. Most vehicles have a lateral runout specification of less than 0.002”. This wobble motion can cause the pads to come in contact with the rotor. The high spot of the rotor’s runout might hit the brake pads. This removes a very small amount of material from the rotor at the high spot of the runout, which can cause DTV. If enough material is removed over thousands of miles, it will cause brake pedal pulsation.
Aftermarket Improvements
Manufacturers of brake pads and hardware are making hardware that is better than what was installed by the OEM. Some hardware kits are using coatings on the abutment clips that keep the pad moving over the life of the brake job. They are also using rubberized coatings to insulate the pads to prevent brake noise.
There are also add-on clips that clip onto the pads to reduce drag. The clips apply pressure on each of the brake pads to keep them from contacting the rotor when not in use. The pressure is light enough that it does not affect the braking system when the brakes are applied.
Electric vehicle charging cables are the conduits that transfer electricity from the power source to your car’s battery. They come in various lengths, power ratings, and connector types, depending on the make and model of your EV. Proper care and maintenance of these cables are crucial to ensure your charging experience is seamless and your vehicle’s battery remains healthy.
Maintaining your charging cable is not just about keeping it in good physical condition. It’s also about ensuring the safety and efficiency of your charging process. A well-maintained cable can help prevent electrical issues, reduce the risk of fire hazards, and even extend the lifespan of your car’s battery.
One of the most important aspects of maintaining your charging cable is regular inspections for any signs of damage. Before and after each use, take a few moments to carefully examine the cable, the connectors, and the plug-in points. Look for cracks, fraying, or any other visible signs of wear and tear. If you notice any issues, it’s best to address them immediately to prevent further damage and ensure your safety.
When not in use, it’s crucial to store your charging cable properly. Avoid leaving it coiled up in your car or exposed to the elements. Instead, invest in a dedicated storage solution, such as a cable management system or a protective sleeve. This will help prevent kinks, tangles, and exposure to moisture or extreme temperatures, which can all contribute to the deterioration of your cable.
Your car’s charging port and the connections on your charging cable are delicate components that require special care. Always make sure to keep these areas clean and free of debris, which can interfere with the charging process and potentially cause damage over time. Consider using a protective cover or cap when the cable is not in use to shield these critical points from the elements.
Proper usage is key to maintaining the longevity of your charging cable. Always follow the manufacturer’s instructions and avoid yanking or pulling on the cable when disconnecting it from the power source or your vehicle. Instead, gently grasp the connector and pull it out straight to prevent any undue stress on the internal components.
By staying vigilant and addressing any problems promptly, you can keep your charging cable and charging port in top condition and ensure a hassle-free charging experience.
This video is sponsored by Auto Value and Bumper to Bumper.
In this episode of Drivetime, we welcome Jayme Farina, Executive Vice President at AP Emissions, to share his career journey and insights into the automotive aftermarket industry. Farina reflects on his upbringing in West Texas, his education at Texas Tech and how he was introduced to the industry. He talks about his early career experiences, highlighting the importance of mentorship and how guidance from others helped shape his path.
Farina then delves into AP Emissions’ values, focusing on the company’s core pillars of trust, respect and collaboration. He explains how these principles have been fundamental to the company’s success and how they continue to drive the business forward under new ownership. He also discusses AP’s vertically integrated manufacturing process, which allows the company to respond quickly to market demands and stay at the forefront of product innovation.
Farina emphasizes the importance of the automotive aftermarket, encouraging young professionals to consider careers in the industry. He shares his belief in the value of giving back and supporting industry collaboration, which he sees as vital for long-term success.
Episode Overview:
How Jayme got started in the automotive aftermarket (0:59)
Jayme talk about impactful mentors in his life (4:09)
Discussion on the culture at AP Emissions (6:37)
How a recent buyout has impacted the company (8:33)
AP Emissions and vertical integration (11:20)
How Jayme gives back to his community (13:41)
Lightning Round (17:17)
The post Jayme Farina on Leadership, Mentorship and Driving Innovation appeared first on Brake & Front End.
eslaâs âRapid Mateâ connector connects the battery pack to the vehicle. The connection has two high-voltage power connections and a ground in the center. The connection is made by attaching the battery pack to the car. The male and female spades are joined as the battery pack is lifted into the vehicle.
This precision task requires careful positioning of the battery pack during removal and installation. Any misalignment errors may result in damage to the battery pack and rapid mate connector.
To remove the battery, follow all safety procedures to depower the battery and isolate the high-voltage system. If you are not trained to handle high voltage, do not attempt.
The battery pack is secured by more than 30 bolts. To prevent damage to the battery, you need an EV battery lift table like this to hold the battery in place while removing each bolt.
While you may think the point of a lift table is to handle the weight of heavy battery packs, that is only part of its mission. Equally important is being able to precisely line up the connectors on the vehicle with those on the battery pack. With this table, you can not only move the battery up and down but can also slide it horizontally with millimeter precision.
It allows you to position the battery pack and rapid mate connector on a Tesla, as well as similar connectors used by many other EVs and hybrids.
Once the battery is removed, the rapid mate connector can be serviced. The first step is to remove the bolt that secures it to the bracket and the plastic cover that secures the high-voltage cables. Now, you can pull it down to service the connector. You can detach the connector by pressing these tabs on the side of the bracket. While gently pulling down on the high-voltage blades, pull up on the housing to separate the housing from the blade retainer. Release the clips that secure the blade retainer to the high-voltage cables. Remove the blade retainer and discard it. To reinstall a battery pack, replace the seal and retainer clip.
When the battery is reinstalled, positioning the connector and battery pack is critical. Trying to make millimeter adjustments while the battery pack is on pallets, carts, or other repurposed piece of furniture is impossible. This can lead to damage to the battery pack and rapid mate connector. This is why you need a specially designed EV battery lift table.
Do EVs have feelings? No. But, you may get that customer in your shop where a customer may state that they âfeelâ something has changed. In the case of EVs, they can feel their range is reduced or it is taking too long to charge their vehicle. They could be on to something, or the changes in range and charging could be caused by external forces.
This is where customer communication becomes an art. Using the words âfeelâ or âit seemsâ in their description of a problem could be a vague symptom and highly subjective. These complaints will always require more context from the customer and vehicle.
Ask them when the fault occurred and what were the conditions. Changes in ambient temperature can have just as much impact on range and charging times as an unbalanced battery. With the information from the customer, you can replicate the condition to confirm the complaint. The goal is to capture the complaint, not solve the issue at the front counter.
The most important thing to remember is that the battery management system can spot a problem with the battery long before a customer âfeelsâ they have a problem. EV and PHEV battery packs can have more than 250 individual batteries. The batteries are arranged in 10 or more groups with sensors to measure internal resistance, temperature and overall output.
So, if a customer notices they have only 120 miles of range when they once had 135 miles, it could be for various reasons. Any battery degradation detected by the management system will result in reductions in range and increased charging times due to the changes in internal resistance in the battery.
The other item to look at is the weather. Many EV drivers may notice a reduction in range and increased charging time when the seasons change. This is 100% normal. The thermal management system will consume some of the power from the battery to keep it at the optimal temperature. So, the energy is used to power coolant pumps and the HVAC system instead of the battery powering the drive motor.
The other item to look at is the weather. Many EV drivers may notice a reduction in range and increased charging time when the seasons change. This is 100% normal. The thermal management system will consume some of the power from the battery to keep it at the optimal temperature. So, the energy is used to power coolant pumps and the HVAC system instead of the battery powering the drive motor.
Most EV manufacturers will issue a technical service bulletin (TSB) with the update and how to deal with customer complaints. If you have a scan tool that can communicate with the battery pack, you might have the option to calibrate or reset the battery pack. This special test âslashâ procedure will measure the state of health of the batteries and reset the charge and discharge adaptations for the real health of the battery.
The one question you need to ask a customer with the case of the feels, is how do they charge the vehicle? Many problems with charging and range can often be traced back to a charger or even the charging port on the vehicle. This can frequently lead you to a solution that does not include the vehicle. It is also a reason to install a class-2 charger at your shop for diagnostics.
Sun Auto Tire & Service announced the acquisition of 33 Caliber Auto Care locations throughout the state of Texas. The 33 Caliber Auto Care locations spread across Dallas, Houston, and San Antonio complement Sun Autoâs existing footprint in these markets, according to the company,
âOur decision to acquire the Caliber Auto Care business, and Caliberâs choice to sell to Sun Auto, highlights the mutual respect both companies have for one another” said Sun Auto CEO Tony Puckett. “I look forward to welcoming Caliber Auto Care teammates into our Sun Auto family.â
Who can benefit from these performance components?
Brakes are, conveniently, one of the most obvious automotive components to show wear, and drivers rarely go long between repairs once the car starts making the tell-tale squeaking or grinding noises. Even if the driver can somehow ignore the pulsation in his foot from a failing brake system, his passengers and passersby will likely remind him to “get those fixed!”
Because it’s a primary safety issue, drivers will typically agree to some recommended service procedures during a necessary brake job. Pads are usually a no-brainer. Rotor replacement may take a bit more effort. But calipers don’t always get the attention they deserve.
Most import and domestic vehicles come factory equipped with single-piston calipers. Their construction means they are adequate for normal braking and, frankly, they are cheaper for the OEM to spec and install than multi-piston calipers.
Brake calipers may be designed to last the life of the car but what does that mean? Is the car being driven the way it was designed? Have the related components been serviced on a timely basis?
Caliper Upgrades
Caliper replacement may be necessary in high-mileage vehicles because of fluid leaks or because the calipers are sticking. Stock replacement components will likely do the job just fine, but for customers who believe “fine” isn’t good enough, or if a customer is serious about improving braking performance, replacing stock single-piston floating calipers with aftermarket multi-piston fixed calipers is the way to go.
Multi-piston calipers found on high-performance vehicles including many import cars need special attention during a brake job. The more moving parts that are used to stop the car means the greater chance that a small problem in a system can lead to bigger problems.
Aftermarket performance brake kits typically include multi-piston fixed calipers that replace the stock calipers, rotors with the same or larger diameter, new performance pads (typically some type of semi-metallic or ceramic/metallic formula), new braided stainless-steel front brake hoses and new caliper mounts (if required).
Most aftermarket performance brake kits use multi-piston calipers instead of single-piston calipers in order to multiply brake force. The amount of clamping force the caliper can apply to squeeze the pads against the rotor depends on the surface area of the caliper piston and the amount of force generated by the master cylinder. If hydraulic pressure from the master cylinder remains consistent, then increasing the surface area of the piston by using more than one piston will multiply braking force.
Another reason for using multi-piston calipers is to reduce pad flex for better clamping effectiveness and friction. If a caliper has a single, large piston and a relatively short pad, pad flex is usually not an issue. But if a caliper has longer pads (to increase the friction surface area), applying pressure only in the middle of the pad with a single piston may cause the ends of the pads to bow up slightly, with the most force being applied in the middle. So to ensure the full length of the pad contacts the rotor, two or more pistons are used to more evenly distribute the clamping force along the entire length of the pad.
To even out clamping force, some multi-piston performance calipers use different-sized pistons; typically smaller diameter pistons on the leading edge of the caliper and larger pistons behind it.
Most performance calipers are aluminum rather than cast iron and come powder-coated in a variety of bright colors. Some are also available with a clear anodized coating or are bright plated to resist corrosion and enhance their appearance. Installing a set of brightly colored calipers will certainly dress-up the appearance of any vehicle and enhance the look of the brakes behind alloy wheels.
Most of the aftermarket performance brake kits use fixed calipers rather than floating calipers. This is done so the calipers can squeeze the pads evenly from both sides. But this requires changing the caliper mounts and carefully aligning the calipers to the rotors when they are installed so the pads wear evenly. If a fixed caliper is not perfectly parallel to its rotor, the front and rear edges of the pads will not wear evenly.
Other Upgrade Considerations
The larger the rotors, the more brake torque they can generate when the brakes are applied. Up front, that’s a good feature to have. But in the rear, too much brake torque can upset the vehicle’s brake bias and cause the rear brakes to feel grabby and lock up prematurely. The fix is to either use a properly sized rear rotor, or to install an adjustable valve in the rear brake line(s) to reduce the pressure so the rear brakes don’t exert too much pressure when the brakes are applied.
Stopping is a safety concern, of course, but can also be a style issue.Today’s multi-piston calipers and performance brake components can give your customers the best of both worlds.
