Turbocharging The Future · turbocharger. So essentially, a two-stage turbocharging system with two electric motors isn’t out of the question. What’s most interesting about the

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So who are your employee’s/co-workers? You work 8 hours a day, 5 days a week minimum with your co-workers, so roughly, a third of your time is spent with them, but do you really know them?

I ask this question because I was surprised the other day myself about how little I know about people I work with. I was on a conference call on a Monday with Instrument Sales and Service (my other job) and we were discussing some technical issues, I noticed that one of our engineers, Kyle Dreibelbis was not on the call, I asked, where is Kyle, someone on the phone

said, “he’s on vacation today and tomorrow”, I said “OK”, and they said yeah, “he’s running the Boston Marathon”. So now I am in a little shock, first thinking how cool is it to be running THE Boston Marathon, because I know you have to qualify to be able to even run in the event, and how I sit in meetings with this engineer and don’t even know that first of all he’s a runner, and second, he’s a marathon runner, Wow! Keep in mind, this kid, and I call him “kid” because he’s half my age, lives in Portland, Oregon, and traveled to Boston over the weekend and took a couple days off to run the iconic, Boston Marathon.

So we talk about the people we work with and their dedication to their jobs and to their families, but there’s even more to it than that, there is life outside of work, and it’s that balance that we need to remember and maintain, because quite frankly, life is short, enjoy it.

So on Monday’s when you come back to work after the weekend and you ask the person next to you, “how was your weekend” and they just answer, “it was nice”, then ask “so what did you do this weekend”, it may surprise you.

Knowing a little more about your employee’s/co-workers can help you understand a little better what makes them tick and what doesn’t, this knowledge can help putting together different teams of people with different skill sets that can help you solve problems or win new business, all while enjoying work a little more, remember, it’s balance.

I always welcome response or rebuttal to my comments at [email protected]

Respectfully,Joe Kripli

Kripli’s Corner Contents2 ........................................ Kripli’s Corner 2 .................................. Industry Calendar 3 ..........................................Classified Ads 3 .........................................New Members 4 ..............................Around the Industry 6 .........................................Classic Reman 8 .............................. Transmission Digest 12 ........................... Auto Electric Corner14 ..........................................Talking Tech15 ....................Is Turbocharger REMAN

In Your Future?16 ........................Reman Raises Its Voice17 .....Honeywell Turbocharger Forecast 18 ................................Let’s Talk Batteries 20 ........Member Spotlight: TurboSupply22 ..................................2017 Big R Show24 ...............................APRA Core Finder25 .... MembershipValue Spotlight: MSC26 ..................................Human Resource

Management Program

Advertisers3 .......................................................... J&N 27 ....................................... Lester Catalog 4 ...................Phoenix Automotive Cores21 .................................Power Break Sales 23 .......................................... Regitar USA5 ..................................................ReMaTec 24 .................River City Truck Parts, Inc. 14 ........... Romaine Electric Corporation 27 ..........................Superior Engine Parts 23 ..........................WAIglobal - Wetherill

Associates Inc. 16 ................... Westport Machine Works 21 ............................ YouTech Group LLC

COPYRIGHT 2017/AUTOMOTIVE PARTS REMANUFACTURERS ASSOCIATION. The APRA Reman Connection is published as a membership service by the APRA. The opinions expressed in the articles in this publication are those of the author of the articles and not the publisher. While every reasonable attempt has been made to assure that the information in this publication is accurate, the publisher assumes no responsibility for any omissions or errors, nor for the application of any advice or suggestions in any particular situation. Due to space limitations, all items published are subject to abridgment. Unsolicited items will not be returned.

The APRA REMAN ConnectionOffice Contact:Phone: (703) 968-2772Fax: (703) 753-2445 Email: [email protected]

President: Joe Kripli | [email protected] Tech Manager: Wes Grueninger, Sr. | [email protected]

PAACE AutomechanicaJune 14 - 16, 2017Centro Banamex, Mexico City, Mexico

ReMaTec AmsterdamJune 18 - 20, 2017Amsterdam, Netherlands

RIC-RIT World Remanufacturing ConferenceJune 21-22, 2017Rochester, New York, USA

ADS International Convention & TradeshowAugust 8-11, 2017Las Vegas, Nevada, USA

APRA Big R ShowOctober 28-30, 2017Las Vegas, Nevada, USA

I N D U S T R Y C A L E N D A R

ISSUE 4 | REMAN CONNEC TION 3

For SaleMID-SIZE FULL LINE ELECTRICAL REBUILDERRETIRING AFTER 45 YEARSALL ASSETS FOR SALE330-535-6269

Used Equipment AvailableD&V Electronics. ALT-99 Alternator Tester–Recertified. Electrocheck Model 83 Heavy Duty Alternator & Starter Load Testers. D&V JBT-3 Alternator & Starter Testers. Voltage Regulator Testers, Ground Fault An- alyzers, Diode Testers. To view the complete equipment list and description, visit www.straucon.com.

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Allentown Auto Electric, LLCRemanufacturer in Allentown, PennsylvaniaPrimary Contact: David [email protected] (610) 432-2888

Circular Economy Solutions GmbHManufacturer Supplier in GermanyPrimary Contact: Theresa [email protected] • +49 551 50080670

CD Starter ServiceRemanufacturer in Victoria, TexasPrimary Contact: Charles [email protected] (361) 576-2953

CD Starter Service specializes in rebuilding starters, alternators, motors, generators and more for the Industrial, Commercial, Marine and Automotive fields. We sell new OEM and aftermarket parts. Additionally, we sell batteries and general parts.

RWTH Aachen UniversityUniversity in Germany Primary Contact: Christoph Lienemann, Chair of Production Engineering of E-Mobility [email protected] +49 241 80 23007

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®2017 J&N Auto Electric Inc., All Right Reserved. Trademarks used herein are the property of their respective owners

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4 REMAN CONNEC TION | ISSUE 4

A R O U N D T H E I N D U S T R Y

GENERAL MOTORS FILES A PATENT APPLICATION FOR A TURBOCHARGING SYSTEM WITH ELECTRIC MOTORSThe American automaker isn’t the first one to express interest in electric turbochargers, but the extensive patent details benefits of the technology. The application involves a two-turbo setup: a low-flow turbocharger driven by the post-combustion gasses from the first outlet to pressurize the airflow and a high-flow turbocharger driven by the post-combustion gasses from the second outlet. From there, the turbocharging system includes a motor-generator to selectively assist the post-combustion gasses in driving either the low-flow or the high-flow turbocharger, while generating electric current when driven by the subject turbocharger.

In addition, the patent application notes an additional second motor-generator that could be configured to selectively assist the post-combustion gasses in driving the other of the low-flow turbocharger or high-flow turbocharger and to generate electric current when driven via the other turbocharger. So essentially, a two-stage turbocharging system with two electric motors isn’t out of the question.

What’s most interesting about the patent application is the ability for the electric motors to generate electrical power, possibly to charge a battery pack.

RIC-RIT WORLD REMANUFACTURING CONFERENCEThe RIC-RIT World Remanufacturing Conference will deliver the latest briefings on best practices, emerging trends, and issues of critical importance to our industry. Over 100 delegates from around the world will gather in Rochester, NY to explore solutions to improve remanufacturing expertise. The conference, hosted jointly by the Remanufacturing Industries Council and Rochester Institute of Technology, provides an unparalleled platform for remanufacturing professionals to network and learn the latest information in the practical application of advanced remanufacturing strategies and methodologies.

The event will be held June 21-22, 2017 in Rochester, New York and will feature short courses, a two day conference and reman facilities tour. For more info, visit www.worldremanconference.com. n

Read more about these topics at www.apra.org/newsHave industry news to share? Email [email protected]

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Many American servicemen who were stationed in Europe after World War II became enamored of the British built MG sports cars.

Records indicate that an American airman stationed in Germany ordered a 1949 MG TC. While anxiously awaiting his new car he was informed that 1949 production had ended. Instead, he was offered a 1950 right-hand-drive MG TD that had initially been built for the British market.

That deal appealed to the American who then took the sports car with him to his various assignments around the world until he retired. Eventually, the well-traveled MG was sold and taken to rural Connecticut where it provided the

second owner many happy hours of motoring.About six years ago, Phil Williams was at the keyboard

of his computer when he came across an eBay auction site featuring this 1950 MG TD. On a whim he submitted a bid for the car, never thinking that he would be successful.

Williams was surprised when he was informed that his bid was the highest. He made the trip to Connecticut with a trailer and hauled his high-bid MG TD home to northern Virginia.

Since then the 50-horsepower 1.25-liter four-cylinder engine has been rebuilt. There are 21 louvers on each side of the engine hood to keep the temperature under control. To augment the flow of air around the engine Williams has

C L A S S I C R E M A N

1950 MG TDBy Vern Parker


installed a more efficient seven-blade fan from an MG B.Inside the cozy cockpit, the nimble MG is steered by a four-

spoke banjo-style steering wheel. Williams says the 100-mile-per-hour speedometer is overly optimistic.

The original mirror is still mounted on the center of the dashboard. Williams has added a pair of exterior mirrors to enhance rear visibility in the right-hand-drive vehicle.

The flat windshield is hinged at the bottom and can be pushed forward to improve aerodynamics, as well as give the MG a sporty appearance. While some might think the pair of wipers is there to clear away raindrops, “they are there for the sake of appearance,” Williams says. “They don’t wipe anything.”

Parking lights crown the front fenders and Williams has installed two running lights in an effort to help illuminate the road at night. The MG has been repainted in the original maroon color and sports a tan top along with tan side curtains, both of which are stored behind the front seats. The windows in the side curtains and top are plastic.

At the rear of the MG is a 15-inch spare tire, mounted behind the 15-gallon gasoline tank. Williams reports fuel economy of close to 30 miles per gallon.

Williams says he does most of the mechanical work on his MG himself. He has been attracted to MG automobiles since his teenage years when he learned his way around them, he says, “by turning wrenches and busting knuckles.”

“They look fast when they’re sitting still,” he observes. n


Verifying Repairs:

R&R Tech

TECH

NIC

ALTR

AIN

ING

•Author: Chris Adams

•Subject Matter: Verification of repairs

• Issue: 2006 Chevy K1500 with 5.3L engine & 4L60E

This is Where We Dropped the Ball

©2017 Transmission Digest. Reproduced with permission. For subscription information call 800-274-7890

For this installment of R&R TechI would like to take some time

to discuss how engine performancecan affect the transmission opera-tion. We have all heard it before;the engine must be running prop-erly in order for the transmissionto function correctly. What does“properly” mean in this scenario?We all use different terms whenwe tell the customer, “You need toget the engine running properly”or good, correct, better, whateverterms we use; in our minds it allmeans the same thing. We eithersee or feel something that is notright with the engine performanceand to try to protect our invest-

ment (our remanufactured prod-uct) by telling the customer that itneeds to get repaired in conjunc-tion with the transmission replace-ment. How far do we need to gowith this? Just tell the customerand leave it up to them, or do werequire them to have itchecked/repaired and return it tous for inspection?

I suppose it would depend onthe severity of the issue, but for themost part we require that the cus-tomer return the vehicle to us forverification of repairs. One of theeasiest things we deal with is asimple DTC related to a sensorissue, for example, an O2 sensor

code. We can make sure that thecode has not returned, check Mode6 data, and make sure that themonitor has completed. There are

1



others that are a little more diffi-cult, perhaps more time-consum-ing for us to verify. This is onestory that I feel is a perfect exam-ple of this and why it is so impor-tant that everything with thevehicle is in proper running condi-tion.

Our test subject: a 2006Chevrolet K1500 with a 5.3L en-gine and 4L60E transmission. Thisvehicle arrived at one of our facili-ties with a 2-3 neutral condition.We installed a remanufactured

transmission, re-programmed thePCM, and performed a road test.Everything seemed to work well:engine running fine, no DTCs, andfuel trims were less than 10% total.Everything looked good so we de-livered the vehicle to the customer.

About 10 months and 12,000miles went by and the truck re-turned with really poor shift quali-ty. The transmission slid throughthe 1-2 shift and flares on the 2-3shift. The fluid has somewhat of aburnt smell to it, and now the PCM

has a P0101 MAF code in it. We re-placed the transmission underwarranty and recommended thatthe MAF sensor be replaced. Thecustomer declined the MAF sensorreplacement and said he will takecare of it himself. This is where wedropped the ball. We should havepressed the issue and done thework ourselves. The customer laterreturned for a follow-up visit, butthe diagnostician who originallyroad-tested the truck was away onvacation. The tech looked at the

2

3



truck and verified that the MAFsensor was replaced, so we sent thecustomer down the road again.

As I was reviewing warrantyclaims, this case caught my eye.Looking further into it I found outthat all we actually did was verifythat the MAF sensor was replaced,and no one could even tell mewhat brand it was replaced with. Iknew that I needed to have thecustomer return yet again for us toverify further. If we didn’t, wewould risk damage to the replace-ment transmission.

The understanding customerdropped off the vehicle so wecould do some more in-depth test-ing. The MAF sensor was a newone from another aftermarketbrand, and the receipt was still inthe truck. The cost was around$130. I knew what an ACDelcosensor costs, so that was my firstred flag. The truck did seem to runOK, fuel trims are still less than10% total, and no DTCs. The nextstep was to monitor the transmis-sion line pressure with a gauge,and PIDs with the Tech2Win lap-top.

The line pressure tests at idleand stall were both within specs(ours do run a bit higher with

modifications that are done insidethe unit), and under normal driv-ing conditions, everything seemedto work well. En route to a roadwith a higher posted speed limit, Iperformed a WOT (wide openthrottle) test while in second gearand at WOT I was a little con-cerned that the line pressure diddrop a bit while pulling throughsecond gear, but just looking at thelive data nothing really stood outto me.

I have been to many trainingseminars and one that I learnedquite a bit about engine perform-ance testing was from “TheDriveabilty Guys.” There is a“Volumetric Efficiency Test” that Ihave used and works very well. Todo the VE test, you have to make aWOT pull through a gear change,whether it be the 1-2 or 2-3, andrecord certain data PIDs on thescan tool. The reason I used theTech2Win is it has a fairly fastsample rate as compared to someaftermarket scan tools. I also madetwo runs under the same condi-tions, just to make sure that thedata is valid.

This is a screenshot (Figure 1) ofengine parameters during a WOTpull up to the 2-3 shift. The cursor

(small white arrow at the bottom)is stopped at max rpm of 5,665,MAF reading of 202.25 g/s, andECU calculated (scan tool data) en-gine load of 85%, varying between80% and 91% through the pull.

These are the transmission dataPIDs (Figure 2) I recorded on theexact same stretch of road whileunder the same operating condi-tions. The PCS duty cycle is run-ning at 38%, both the actual andreference current is sitting at 0.72amps at WOT pulling through sec-ond gear, and on the pressuregauge this was about 150psi (thisdoes not match the pressure to cur-rent charts for an OE transmissionbecause of our modifications to theline pressure circuit).

I got back to the shop to go overthe recorded data and gathereverything needed to use the VEcalculator (there is a phone appthat works well, or online versionsavailable found with Google). TheVE calculator requires the enginedisplacement in liters, mass air ing/s, max rpm, and IAT reading.Using the data I recorded and in-putting it into the VE calculator,the two different readings I tookshowed 73% and 68% efficiency,where minimum spec is to be 80%.

4


©2017 Transmission Digest. Reproduced with permission. For subscription information call 800-274-7890.

®For information about Certified Transmission contact [email protected].


I suspected that there was a bit ofMAF degradation, but just by driv-ing the vehicle you probablywould not notice it. I decided tobuy an ACDelco MAF sensor justto test with and see if I have differ-ent results.

I reran the same tests, and hon-estly, I was a little bit surprised atthe results.

This image (Figure 3) shows thesame parameters as Figure 1, andthe cursor is stopped at max rpmof 5651, MAF reading of 239.82g/s, and ECU calculated load of96% varying between 93% and100%. Using the VE calculator, thetwo different readings I tookshowed 83% and 84% efficiency,and therefore within spec. Idle andstall line pressure readings werestill the same, but during the WOTpull through third gear the linepressure was 30 psi higher than be-fore replacing the MAF sensor.

In the last image (Figure 4),these are the same transmissionPIDs as displayed in Figure 2. ThePCS duty cycle is running at 32%and both the actual and referencecurrent is sitting at 0.60 ampswhile the pressure gauge wasshowing about 180 psi. All theserecordings were taken from thesame stretch of road and the same

outside air temperature.The operation of the transmis-

sion was also noticeably different;the shifts were firmer, the TAP cellnumbers dropped (sorry I did notsave a screenshot of that), and theline pressure was more responsivein addition to the 30 psi higherreading while driving it. I was re-ally surprised that this had no ef-fect on line pressure during thestall test, so it just goes to showthat the old way of doing thingssimply won’t cut it in this day andage, and this is just a 4L60E!

Curiosity got the best of me, so Iwanted to know if this was possi-bly just the result of a bad MAFsensor from the other manufactur-er. I got another brand-new alter-native sensor under warranty,reran the same tests on the samestretch of road at the same (close)air temperature, and got almost thesame exact results as the first sen-sor from the alternative source. Ican only say that the base calibra-tion of the that sensor is just notquite right, perhaps just enough tohave an adverse affect of the oper-ation of the engine and transmis-sion.

I am happy to say that the cus-tomer had just returned for a serv-ice and has 30,000 miles on it since

we installed the last transmissionand everything is working proper-ly. He also stated that he noticedimproved fuel mileage since we in-stalled the OE MAF sensor andwas happy that we took the extrasteps to make sure his vehicle wasrepaired correctly. I kind of forgotabout this one until he returned, soI am glad I saved the screenshotsand notes from this vehicle; we usethese types of examples for ourown internal training. I encourageyou to try the VE testing and seewhat you come up with. You don’thave to do it on every vehicle witha MAF sensor, but do look at theengine load % on your scan tooland if you see one that is low, dothe VE test and I can just aboutguarantee you will be surprised atthe results.

Please keep in mind that afailed/skewed MAF sensor is notthe only thing that can affect VE;clogged intake, clogged exhaust, orpoor fuel delivery can also causethese same issues.

Chris Adams started with Certified Transmission in1986 as an R&R technician and currently works asour Diagnostic Trainer. His current duties involvetraining and advising our retail diagnosticians, aswell as assisting in the research and developmentof our remanufactured products. He is also holdsASE Master and L1 certifications.

TD


A U T O E L E C T R I C C O R N E R

Leaking Starter and Ford Starter Failureby Mohammad Samii

I have been involved with training technicians and mechanics for many years. I usually teach classes in basic and advanced charging/starting system operations, diagnostics and repairs, which include domestic as well as import and medium duty applications. Our training tour season in the Midwest starts in January. So, by the time you read this, from the beginning of January, I will have been traveling to Cincinnati, Milwaukee, Grand Rapids, Overland Park (KS) and Seattle—finishing the tour in Dearborn, Michigan for the ERA Show. (I realize that Seattle is not part of the Midwest.)

During these classes (particularly the advanced classes) a typical question that arises concerns the quality of certain reman products that some technicians are vehemently against. They prefer using OE remans or brand names that they are comfortable with. Being face-to-face and upfront with my audience, I find myself in a precarious position, not only of defending my business and specialty, but also of speaking about products from large remanufacturers—companies with whom I have no connections, and about whose production or testing methods I have no knowledge! A typical and often-asked-about unit is the PCM-controlled 6G alternator (with A-Sig-Fr terminals) and the problems with the warning light staying on.

This problem has been addressed thoroughly by most remanufacturers, and now there are regulators available which are indistinguishable from OE as far as performance goes. But that is not the only problem in the aftermarket! I am sure there are still some units whose functionality is in question.

One way of explaining the shortcomings of the aftermarket is this: The government was forced to mandate that automakers release certain types of information about the operation of the vehicle electronics, so that repair technicians could have the necessary information to diagnose, repair, and reprogram modules to OE specifications.

This was not a voluntary act by automakers. It took the work of many aftermarket associations and organizations (including APRA) over several years to convince the government to force the automakers to comply with this demand. That is why we can now go to any OE website, pay a subscription fee, and download the latest available information files to reprogram a

vehicle’s PCM (with an appropriate scan tool or J-2539 pass-thru device.)

The automakers are now required to make this information available to the aftermarket (albeit at a price), but they have no obligation to release any detailed information regarding the electronics of a new module or a new regulator or the specifications of a new starter.

So, aftermarket manufacturers use reverse engineering. That is … they obtain an OE sample and try to figure out the operational details of … say, a module or a voltage regulator … and then they try to make a similar one. The initial samples may have differences (or holes in the design) that will eventually be corrected and brought up to par. But until then,

Figure-1 Dripping oil from the fresh reman starter


the aftermarket will suffer from quality issues due to the lack of information from the OE manufacturers.

As a new generation of regulators (such as COM or LIN) appears on the scene, I can only hope that the aftermarket’s “learning curve” gets shorter, so that we will have suitable replacements parts that meet the OE’s operational criteria, without going through another round of the OE vs. aftermarket debate.

Leaking Starter…!Often, the premature failure of a unit could be prevented if the technician paid attention. Unfortunately, the rush to get a job done to beat the flat-rate labor time, sometimes gets more priority over “looking at the big picture”. Here are a couple of cases:

A 2005 Pontiac Aztec was towed in because of a not-starting problem. A simple test of the battery and connections showed that everything was in order, but the comments of the tow truck driver who tried to jump-start the vehicle before loading it was a concern. He mentioned that he saw smoke rolling off the starter when he was jumping the vehicle! … Not a good sign.

The starter was, of course, defective and needed to be replaced. While my tech was removing it, he noticed that the starter was a fresh factory reman—probably less than a month old. But oil was literally dripping out of it. (Figure-1)

Upon removal, we located the cause of the oil pouring out of the starter. Directly above the starter, there is an oil pressure switch screwed into the engine block. This switch had deteriorated and was leaking oil onto the starter, ruining it in a few short weeks.

The customer who brought the car to us for an alleged electrical problem (no-start) said he had mentioned to the original shop that there was often a puddle of oil under his car, but that may have fallen on deaf ears.

Installing a new pressure switch and our reman starter took care of the problems, and he left with some assurance that this time the starter would last.

Ford Starter Failure…!An older 1998 Ford Ranger truck had come to us for the occasional click-and-no-start. The DIY owner also mentioned that he had replaced the starter less than a year ago, and the truck had not been used much since then.

A quick inspection showed two problems. One—the firewallmounted starter relay (often called a solenoid) was defective and worked intermittently. Two—the “S” terminal

connection was mangled up. (This was a self-inflicted problem.) Perhaps, during the installation, they either lost or cross-threaded the 6mm nut, and they had to use a few flat washers and such to build-up the post enough to attach the solenoid wire. This resulted in a deteriorated post and a poor/arcing connection. (Figure-2)

A reman starter and a new relay took care of the problem and restored the truck back to operation. The owner said he had one of those lifetime warranties from the parts store, so we handed him the removed starter, added a core charge to the ticket, and let him go to iron out the details with the seller. This is the way we usually handle these cases, because I refuse to install customer-supplied units of any shape or form.

As you can see, the above two starter failures could easily have been prevented if the tech or the DIY installer had paid a little more attention to the details and had done a more thorough job.

That’s all for this issue. Until I see you again, keep up the good work! n

Mohammad Samii can be reached via his website at www.sammysautoelectric.com

Figure-2 Deteriorated “S” post of the Ranger’s 3238 starter.


T A L K I N G T E C H

New: APRA Motorola Alternator Reference

Library

I am pleased to announce the completion of APRA’s Motorola alternator reference library. Since the early 1960s, Motorola alternators have been used on just about anything

with an internal-combustion engine - agriculture, automotive, marine and industrial. Many of these “classics alternators” are still in daily use and their owners rely on the electrical rebuilding industry to keep them charging. But how can a rebuilder, who in may cases wasn’t even born when a unit was produced, know how to restore it to be dependable and to function as intended by the engineers who designed it? That’s where APRA-Tech comes to the rescue!

APRA-Tech has gathered OE materials and put the data online. We can help you understand how a unit is designed, how it works and how to restore it to like-new condition.

APRA-Tech’s Motorola resources include: • Cross Reference / Specifications / Supersessions • Visual ID • Parts Breakdowns - Exploded Diagrams • Service Manuals • In-Vehicle Test Procedures • Regulator Settings - Cross-Reference - Wiring Diagrams • System Wiring Diagrams • Basic Alternator and Regulator TrainingYou can depend on APRA-Tech to supply you with all the

classic Motorola information that you need to produce quality products. n


Are you considering turbocharger remanufacturing? Then the latest addition to APRA-Tech’s seminar library is a must-see. Industry veteran Ty Hagy’s

presentation at the 2016 Big-R show, “Is Turbocharger Reman In Your Future?”, explores the challenges and opportunities in turbo reman.

Learn from an experienced pro as Hagy shares what he has learned from his seven-plus years in turbocharger remanufacturing. Hagy’s company, Turbo Solutions, is located in Pennsauken, New Jersey (tsreman.com).

Presenter Hagy gives a brief overview of the form and function of turbochargers, then discusses the opportunities and the pitfalls of turbo remanufacturing.

Topics include:• What a turbocharge is

... and is not.• The turbocharger

replacement market• Market shares for HD

and passenger vehicles• Challenges of

remanufacturing turbos

• Opportunities in turbo reman

• What do the OEs say?• Warranty challenges and pitfalls• Customer and installer education• How Turbo Solutions can help you

You can depend on APRA-Tech to supply the knowledge that you need to make good business decisions.

Wes Grueninger Sr.APRA Technical Director

The APRA-Tech website is a constantly-growing source of technical information pertaining to remanufacturing. It includes: training videos, technical manuals, technical seminars and much more.

A free fourteen-day trial membership is available to non-members at: www.apra.org/?page=14DayFreeTrial

IS TURBOCHARGER REMAN IN YOUR FUTURE?

T A L K I N G T E C H

“ All the challenges are the opportunities. All the things that make it difficult are the things that make it enticing to me. I’m sure that it makes it enticing to you because it can be a barrier ... to get into the segment, and that makes it an opportunity.”


Reman Raises Its VoiceThe United Nations and European Commission are listening to remanufacturers. Fernand Weiland Former

Chairman Apra Europe says the industry will benefit from their support in the challenges which lie ahead.

by Fernand Weiland

Conscious that sustainable management of the natural resources of our planet is vital, the United Nations Environment

Programme (UNEP) established the International Resource Panel (IRP) in 2007. The objective of the panel was to create a platform which would provide the best knowledge for the efficient management of all natural resources and allow economic growth to be decoupled from the constantly increasing consumption of new material and new energy. UNEP further confirmed that the circular economy - of which remanufacturing is an important element - is an approach which can contribute significantly to sustainable production and consumption of material and energy.

Supported by the IRP, Professor Nabil Nasr (a long-time adviser of APRA and the remanufacturing industry) of the Rochester Institute of Technology, is conducting research on product life extension - like remanufacturing and its contribution to increasing efficient use and reuse of material and energy. Life extension processes allow material and embedded energy to remain in circulation for longer periods, offsetting the production of new primary material and the use of new energy.

UNEP workshopsStakeholders were recently invited by UNEP to workshops in Berlin and Brussels with the objective of allowing the IRP to

engage with academic experts and leading remanufacturers. Professor Nasr, who co-chaired the workshops, said they are “an opportunity for the industry to give to the policy makers their latest insights and recommendations on how to drive and advance European remanufacturing, refurbishing and reusing”.

Gathering information and demonstrating how remanufacturing can contribute to resource efficiency formed the content of the workshops. Equally important was the opportunity to discuss market and technical challenges, logistics and the legal barriers for remanufacturers which exist in many countries.

Important role for APRAAPRA board members played an important role in the workshops, which did mostly focus on the remanufacturing of automotive, IT and medical equipment. Professor Rolf Steinhilper, from the University of Bayreuth, presented the state of the European remanufacturing industry. Soren Toft-Jensen, president of Borg Automotive, reviewed the challenges and opportunities for automotive remanufacturing. APRA board members Peter Bartel and Fernand Weiland participated in the discussion on key issues related to the circular economy and perspectives for the remanufacturing industry.

Following theses workshops, the European Commission (under the aegis of the G7 Resource Efficiency Alliance) will discuss concrete measures to overcome the barriers for remanufacturing and how to promote remanufacturing with all industry sectors - and with the general public. Recommendations to be considered include: increasing the public procurement of reman, incentivising the market to improve acceptance, changing the legal situation where cores are treated as waste and hindering remanufacturing, improving the design for reparability and so on.

These activities by the United Nations and the European Commission prove that remanufacturing continues to be on their agenda and this means that remanufacturers will in the future enjoy their support in developing our businesses. n

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ALL IN ONE MACHINE



L E T ’ S T A L K B A T T E R I E S

Battery Testing Equipmentby Dean Conner

Last time, we discussed doing a visual inspection and the use of a hydrometer on flooded-cell lead-acid batteries. Today, we move on to testing a battery with a meter,

electronic testers and load testers. There are all kinds of battery test equipment found in today’s market. We have already viewed the hydrometer test. Now let’s look at three other types of testing available.

1. Digital Volt Ohm Meter (DVOM) (see Figure 1): This test is just a basic state-of-charge test. It is used to determine if the battery needs to be charged. The problem with this test is the presence of heat. When we get a car into our shop, the battery may have been under a charge. In many cases, it was in an environment that approached 200°F or more. This heat and charge greatly affect the DVOM reading. The readings we are looking for should be taken from a room-temperature battery at 70°F to 80°F. We are talking “battery temperature”. So, put your hand on the battery, and you can gauge (with the known outside temp) how hot the battery might be. You can also use a point-and-read infrared thermometer to the measure battery temperature more accurately. Table 1 chart gives you the specific gravity, the state-of-charge level and the voltage at 80°F battery temperature for 6-volt and 12-volt batteries.

Use Table 1 to determine if the battery is fully charged. You can use hydrometer readings (as discussed in a previous

Charge Specific Voltage Voltage Level Gravity (12) (6)

100% 1.270 12.60 6.3

75% 1.225 12.45 6.2

50% 1.190 12.24 6.1

25% 1.155 12.06 6.0

Discharged 1.120 11.89 6.0

Table-1 from ACDelco Battery Service Manual SD7, available from the APRA-Tech website.

Figure-1 Digital Volt Ohm Meter—aka “DVOM”

Figure-2 Carbon-pile load tester—aka “load tester”


article) or a voltmeter reading to determine the state-of-charge. If the battery is not fully charged, charge it up and retest. If it cannot be brought to 100% charge as shown in Table 1, the battery is bad. Now, you have determined that the battery is fully charged, but is it any good? Let’s proceed to the next step … which brings us to our last two methods of testing.

2. Carbon Pile Tester (load tester) (see Figure 2): This is considered the “old school” method of testing batteries. This test puts an actual load on a battery to test its worth. Use a variable load tester. The reason for this is—to test individual batteries, you must apply a load of 1/2 the posted CCA (cold cranking amps) of the battery being tested. For example, a 600CCA battery must hold a 300A load for 15 seconds. The small hand held “toaster-oven testers” (see Figure 3) can apply a fixed load of only 75 amps to 100 amps. So, they do not thoroughly test the battery, and (in my opinion) they should not be used. A battery that has just been charged, (including just having been charged by the alternator) should have any surface charge removed. To remove a surface charge, apply a 300A load to the battery for 15 seconds and wait at least 15 seconds before doing the actual load test. This is the oldest and most reliable test method.

3. Battery Conductance Tester (see Figure 4): This type of tester is made by many different manufacturers. Sometimes it will also include a test for the charging and starting systems. Most chain store operations use these testers. They are easy to use and give a simple good/no good result. Many come with thermal printers that create a printout to show to the customer. These testers work by injecting an AC signal into the battery. These testers measure resistance to formulate their conclusions. Battery chain stores and auto repair chains use these testers to find “failing batteries” to boost sales. The printout is used as “proof ”. Although I like these testers, I have had batteries pass these tests with flying colors, only to fail a load test. I personally try to load test every battery that comes through my shop.

These test methods (to be accurate) depend on the following conditions: clean terminals, proper temperatures and good connections. When testing side-terminal and stud-post batteries, remember that the terminal on these two types of batteries is the lead pad—not the stainless-steel post or screw hole (see Figures 5 and 6). These surfaces must be clean and free of any corrosion before doing any charging or testing. Always use charge adapters (see Figure 7) to make positive contact with the lead pad.

Next time, we will talk about chargers and charging the different types of batteries. n

I always welcome your questions and comments!

You can reach me at [email protected] or 985-399-0003. See you next time!

Figure-3 ”Toaster-oven” style load tester

Figure-5 Lead pad on a side-terminal battery

Figure-6 Lead pad on a top-stud terminal battery

Figure-7 Stud-post and side-post testing adapters

Figure-4 Battery Conductance tester


APRA Member TurboSupply Shares Insight on Rapidly Changing Turbocharger

Remanufacturning Market

M E M B E R S P O T L I G H T

Turbo Supply, Inc. (TSI) reflects on its 20th year in business this fall and recognizes its customers and employees as well as its commitment to a simple

goal: “to be the best source of turbochargers through quality, availability and customer satisfaction.” TSI is the largest independent turbocharger remanufacturer in North America today and maintains the largest inventory of both new and remanufactured turbochargers, cartridges, and piece parts covering every market. TSI has been able to flourish in this rapidly changing market because of its team members, its partners, and its established and mature supply lines. TSI has an impressive resume of experience and understands how important every employee is to each task and process needed for ongoing success. TSI has agreed to share insight on the rapidly changing turbocharger remanufacturing market.

The turbocharger market has been growing through the last five years due to a rapid increase of the number of turbocharged engines being manufactured. While a business venture in this area appears exciting and full of untapped potential; many have found that breaking into this market is usually complex and challenging for newcomers. TSI has noticed that several companies attempting to specialize in this market may offer only a handful of part numbers, leaving them short of a comprehensive program. Consequently, this forces these companies to source parts from TSI or risk losing some of their specialized part numbers because their customer must use other vendors to fill this void. Entering this market as remanufacturer is incredibly difficult for both large corporations with the assets to start a program, if they lack knowledge about remanufacturing turbochargers, or for a smaller company that has worked around turbochargers for most of its existence, if they lack adequate assets. In each case, experience, engineering, and a supply chain, while important, are not the only important aspects of a successful business venture in the turbocharger market. Perseverance, teamwork,

flexibility, and creativity are also essential in this demanding business. This is largely due to the unending design changes and generational changes of the modern-day turbo, as well as a general lack of quality core supplies.

Good cores are the lifeblood of any remanufacturing operation and today it has become difficult to find the right turbocharger cores. The main hurdle facing turbocharger remanufacturers today is finding a core and components that are original. Even after this is achieved, the remanufacturer must consider many factors:

• Is it the most up-to-date generation and design?• Are the components original?• Is the electronic actuator included?

• Among other challenges…

While much of this article is focused on remanufacturing operations, working with new

turbochargers has also become a challenge. Tier one manufacturers have more patents and intellectual property rights on turbocharger designs than ever before. These new units will often not be available for many years after their release. Therefore, when vehicle warranties expire, remanufacturing becomes the only option-if quality cores can be located.

Turbo Supply, Inc. is one of few suppliers that can offer a complete line of new and remanufactured turbochargers in all markets while also reducing the number of vendors and agreements needed to maintain a turbocharger program. While managing the challenges mentioned in this article, TSI has thrived in this environment because of their experienced team members and established partners. Over the past several years, TSI has found itself in consulting roles in cases where newcomers would win a business contract, only to find out that it required more than engineering and money to be successful in this market. TSI has been able to form partnerships and build relationship through these consulting roles where TSI assists by supplying bearings, complete kits, or even taking over


a project. It is this attention to people, as well as to detail, that allows TSI to not only exist in the remanufacturing market, but also to thrive.

TSI’s fastest growing division has been Quality Remanufacturing Corporation (QRC); which works on Turbocharger OES “only”. QRC has added an impressive list of engine and application OE partners over the last few years and is primed for success over the foreseeable future. Superior Engine Parts (SEP) is another line of electrical components that was added in 2016. TSI is thankful and grateful for all its employees, customers, and suppliers whose loyalty over the last 20 years has made TSI what it is today. n

Please visit www.TurboSupply.com for more information or contact Robbie Sullivan, the Product Development Manager at Superior Engine Parts by phone at 888-291-7797 or email at [email protected]

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The 2017 International Big R Show will be

held October 28-30, 2017 at the Bally’s Las Vegas. The 2017 version of this event will be entirely managed by APRA and is being built to maximize networking and education for members. This year, big positive changes are happening for the Big R Show.

Date & Location: Book Your Room NowIn 2017, the APRA Big R Show is moving to the Bally’s Las Vegas which is in “the center of the action” because it is right in

the center of the Strip. New this year: The

Big R Show expo hall will be open on Sunday and Monday (October 29-30, 2017). These are the two days immediately before the AAPEX and SEMA show. APRA has secured discounted sleeping rooms that you can likely extend during much of industry week if you book early.

HOW TO RESERVE YOUR DISCOUNTED BALLY’S ROOMVisit www.apra.org/2017BigRHotel for a link to reserve your room online. You can also call 800-358-8777 (a $15 service fee is charged if you book over the phone).

APRA’s room rate is $119/night (plus a resort fee/tax) before October 30th. After October 30th, the rate is $159/night (plus a resort fee/tax). Book early before the block sells out.

Big R Trade Show 75% SoldPhase 1 of the Big R Trade Show is currently 75% sold and contains all the premium locations. Only 17 spaces remain in this section. Contact Scott Parker at [email protected] or 703-968-2772 to secure your space.

Exhibiting at the Big R Show is the least expensive way to exhibit during the Industry Week in Las Vegas. As a bonus this year, all AAPEX attendees with a badge will be able to walk the Big R Show for free. n

B I G S H O W

October 28 – 30, 2017 • Bally’s - Las Vegas, NevadaBook Your Room • Trade Show 75% Sold

Tentative TimelineFriday, October 27th Exhibitor Set Up

Saturday, October 28th Exhibitor Set Up Education Sessions

Sunday, October 29th Education Sessions Big R Trade Show Open Reception

Monday, October 30th Big R Trade Show Open

Mark Your Calendar


B I G S H O W

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Celebrating 30 years as a global manufacturer of high quality automotive electronics to the Aftermarket. Look to REGITAR for all your BSS and LIN voltage regulator needs. Visit our Website for the complete list of Bosch, Denso, Mitsubishi and Valeo BSS/LIN regulators available.

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Need a Core? Use APRA’s Core Finder. Looking for a solution to difficult to find cores? APRA launched the APRA Core Finder last year and members have been using it constantly to help solve this problem. This is a MEMBER ONLY service that quickly and easily connects members to over 30 leading core suppliers.

Every day, APRA members need cores that they simply cannot locate efficiently. APRA has built APRA Core Finder to solve this problem.

HERE’S HOW IT WORKS: Members email [email protected] with detailed information about the core/cores they need.

APRA quickly distributes member requests to participating APRA Core Supplier members.

APRA Core Suppliers review the requests and may directly contact you if they have a solution.

APRA CORE FINDER IS FAST & EASY Remanufacturers: Send an email to [email protected] or visit www.apra.org/CoreFinder and fill out a short on-line form. APRA will handle the rest.

Core Suppliers: Simply provide the following information to [email protected]

• The point of contact (name and email address) at your company to receive APRA Core Finder requests.

• A copy of your logo for APRA to promote your participation. All participating Core Suppliers will have their logo prominently displayed on

the APRA website with a link to their website.

To learn more about this member only program, visit www.apra.org/CoreFinder

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Experience a more productive tomorrowMSC is a leading North American distributor of safety, metalworking, maintenance, electrical, hand & power tools, and more.

MSC is a leading North American distributor of metalworking and maintenance, repair and operations (MRO) products and services. They help APRA members drive greater productivity, profitability and growth with over 1 million product offerings, their inventory management and other supply chain solutions, and deep expertise from more than 75 years of working across industries. MSC has more than 6,000 experienced associates and more than 3,000 suppliers, and they work with APRA members big and small.

Benefits for APRA members Include:• 10% minimum discount*• Free ground shipping on orders over

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Experience bottom line savings!MSC understands the daily challenges businesses like yours face every day and will work tirelessly to help you drive costs down and keep your business running smoothly.

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Contact APRA at 703-968-2772 to start saving with MSC today.*Certain exclusions apply and offer subject to change.


In response to the overwhelming number of members who have indicated that their toughest challenge in running their business concerns human resource and employment

law issues, the Auto Parts Remanufacturers Association (APRA) has partnered with SESCO Management Consultants to provide professional consulting and legal assistance.

Through this exclusive partnership, APRA provides members with a wide menu of human resource management and employee law services including a free hotline service. When your company has an HR or employment law question, SESCO provides immediate and unlimited support.

Founded in 1945, SESCO Management Consultants is a well-recognized national human resource management consulting and employment law firm. SESCO’s team of certified human resource professionals and employment attorneys are available as needed to discuss your day-to-day HR and employment-related issues. Expertise includes compliance to federal and state employment regulation, hiring, progressive discipline and termination, employee handbooks and policy development, representation before federal and state Department of Labor and employment agencies and more.

Service Free to APRA MembersWhen members have a question about any employment matter including federal and state regulation and day-to-day human resource management challenges, contact SESCO at:

[email protected]

Their team of professionals are there to assist you on a priority basis. Just let them know you’re a member of APRA.

The following are some sample questions SESCO can assist:• I am about to dismiss an employee. Do I have a proper

reason, is it properly documented, and will it stand up if it is challenged by a government investigator?

• One of my employees has accused another employee of sexual harassment. How do I resolve this situation?

• I have heard that an employee has a communicable disease — what should I do?

• An employee wants to see his personnel file. Am I required to show it to him or her?

• Some of my employees receive “incentive compensation”

in addition to their hourly rate. Am I required to pay overtime on this incentive, in addition to regular pay?

• If a salaried employee doesn’t come to work, may I deduct from his or her salary?

• If an employee handles money and has a cash shortage, may I deduct from his or her salary?

• If an employee leaves the company owing the company money, can I deduct the amount owed from the employee’s final paycheck?

• One of my employees has been absent for a week. May I place the employee on Family and Medical Leave (FMLA) and count this past week towards the 12 weeks?

• An employee was injured on the job and is on Worker’s Compensation leave. Does FMLA play a role?

APRA & SESCO Partner Together to Bring You Human Resource Management/Employment

Law Member Program


• When an employee gives me a two week notice, do I have to accept it? If I don’t accept it. Do I have to pay the employee for the two weeks?

• If an employee is dismissed or resigns, do I have to pay the employee immediately?

• If an employee is dismissed, am I required to pay accrued vacation pay?

• Can SESCO send me a sample Cell Phone policy?• Can SESCCO review my employment agreement

including a non-compete clause?• I need HR forms and posters, can SESCO send me what I

need?

Human Resource Management/Employment Law Services Available Upon RequestIn addition to this free hotline service, members can also take advantage of SESCO’s human resource and employment law support services. Some of the more common services include:

• Reviewing member employee handbooks/policy manuals. This review will consider all federal and state employment regulations as well as SESCO’s best practices. A follow-up report will be provided to the member with SESCO’s recommendations. The one-time fee is $250

• Federal and state compliance posters - special member fee - $19.95 per kit.

• Industry-specific Human Resource Management Guide - A guide covering all aspects of human resource management and federal and state employee guidelines. Over 300 pages with sample policies and checklists customized to the Association. Special member fees - $129.

• Additional services at reduced fees include: – Preparing comprehensive employee handbooks – Developing criteria-based job descriptions/

performance management system

– Developing comprehensive compensation systems – Conducting human resource management audits of all

human resource management practices – Representing clients before the Department of

Labor (Wage and Hour investigation) and EEOC discrimination claims

– Assisting member in responding to unemployment claims

– Representing employers in union avoidance/union awareness matters

– Preparing contracts and other employee law assistance – Conducting employee engagement/satisfaction surveys – Extensive management/leadership training and

development programsAPRA is proud to offer these exclusive services to

our valued members. Please take advantage of this HR/Employment Law Program. n

APRA MEMBERS SAVE ON LESTER CATALOG

If you subscribe or want to subscribe to the catalog, being a member of APRA will save you money!

Save $395: New APRA subscribers get a one year FREE membership to the online subscription.

Save $100: APRA subscribers to Lester get $100 discount off annual renewal.

For more information on how to get your member discount, contact APRA at (703) 968-2772 or email [email protected]

October 28-30, 2017 • Bally’s Las Vegas

The Ultimate Networking & Educational Event for the Remanufacturing Industry• Network with 1000+ Reman

Industry Leaders.

• Grow your business - sell, order & close deals!

• Keep current with industry trends & developments.

• Interact with top supplier/vendors.

For more information, visit www.apra.org/2017BigR

Trade Show 75% Sold; Reserve Your Booth Today Phase one of the trade show is 75% sold. Only 17 booths remain. Contact Scott Parker at [email protected] or 703-968-2772 today.

B I G S H O W

Documents

Turbocharging The Future · turbocharger. So essentially, a two-stage turbocharging system with two electric motors isn’t out of the question. What’s most interesting about the