member spotlight: romaine electric corporation · · 2017-03-23issue 3 • 2017 prsrt std us...

ISSUE 3 • 2017

PRSRT STD US POSTAGE

PAID MAILED FROM 53147

PERMIT NO. 12

The official publication of

Serving Automotive, Heavy Duty, Industrial & Agricultural Remanufacturers.

Member Spotlight: Romaine Electric CorporationSee page 22

The Electrical IssueAuto Electric Corner ............................ 12Let’s Talk Batteries .............................. 14Gear Reduction Starters ..................... 17Art of Rebuilding ................................ 18Who is the Boss? ................................ 20

Need Ideas? Need Contacts? Need Sales?So the first quarter of 2017 is just about in the books, which really means you have two quarters left to make differences in 2017 sales. I say that because really 4th quarter efforts don’t materialize into sales until the 1st quarter of 2018, so now is the time to really get into high gear. So you need to get in front of a lot of people in a short amount of time, so how do you do that?

Well, one opportunity is the excellent Shows coming up in Q2. We start with the ERA Show in Detroit on April 7-9,

with Electrical Rebuilders. Then we move right into a heavy June with the PAACE/INA Automechanika Show in Mexico City June 14-16, and then quickly move into the largest Reman Show in the world, the Rematec 2017 Show in Amsterdam, Netherlands. This is immediately followed by the RIC-RIT World Remanufacturing Conference in Rochester, NY, June 21-23. After that we fall back to the Chicago Automechanika July 26-28, which is right before the ADS Convention in Las Vegas August 8-11.

Yes, my mind is spinning and exploding right now with all the opportunities. Obviously, we can’t do it all, but there is a plethora of networking and selling opportunities in Q2 and Q3 that can benefit your company, your goals, and your sales. If you don’t take advantage of at least one of these events (and I would recommend two at least) then you might as well sit home and do nothing or maybe you just have too much money and don’t need anymore (Mr. Gates and Mr. Buffett).

As they say, strike when the iron is hot!APRA is a proud partner of all of these shows because we know our members

benefit greatly from opportunity. I can only point you in the right direction, the next move is yours, go get them!

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 Ads3 ..................................New Members 4 .......................Around the Industry 6 ..................................Classic Reman 8 ........................Transmission Digest 12 .................... Auto Electric Corner 14 .........................Let’s Talk Batteries17 ............... Gear Reduction Starters18 .......................... Art of Rebuilding20 ........................... Who is the Boss?

Advertisers5 .......................Electrical Rebuilders

Association5 ................................................... J&N23 ................................ Lester Catalog16 ..........Phoenix Automotive Cores 3 ..................................... Regitar USA19 ..........River City Truck Parts, Inc.15 .... Romaine Electric Corporation3 .....................Superior Engine Parts3 .....................Wagner Alternators &

Supplies, Inc.11 ...................WAIglobal - Wetherill

Associates Inc. 23 ............ Westport Machine Works21 ..................... 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]

ERA ExpoERA ExpoApril 7-9, 2017Dearborn, Michigan

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

ReMaTec AmsterdamJune 18 - 20, 2017Amsterdam, Netherlands

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

mailto:[email protected]

ISSUE 3 | REMAN CONNEC TION 3

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.

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

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Coremaxx LLCCore Supplier in Lexington, North CarolinaPrimary Contact: Michael [email protected]

W E L C O M E N E W M E M B E R

7501 E 26TH STREET, JOPLIN, MISSOURI USAPH: 888-291-7797 DIRECT: 417-385-3149 FAX: 417-623-1681 EMAIL: [email protected]

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2575 Container Drive | Montgomery, AL 36109Tel: 334.244.1885 | Toll Free: 1.877.REGITAR | Fax: 334.244.1901 | [email protected]

Celebrating 30 years as a global manufacturer of high quality automotive electronics to the Aftermarket. Look to REGITAR for all your mechanical voltage regulator needs. Visit our Website for the complete list of mechanical regulators available.

Call us for Technical Support on these and all our Products

1987-2017

Years of Excellence30

4 REMAN CONNEC TION | ISSUE 3

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

Schouw & Co. acquires Borg AutomotiveAPRA Member Borg Automotive is being acquired by Schouw & Co. Borg Automotive, headquartered in Silkeborg, Denmark, with manufacturing facilities in Poland and England, and a sales office in Belgium generates revenue of about DKK 1 billion and employs 1,400 employees of which 1,200 are in Poland. Borg Automotive remanufactures parts from existing automotive units like starters, generators, brake calibers, air-condition compressors, etc., and has through recent years experienced substantial growth.

Borg Automotive was founded in 1975 by Søren Toft-Jensen who was then only 25 years old. The company was named Toft-Jensen Elektro ApS, and almost 10 years later the first manufacturing facility was set up. Since then, the energetic sole owner has experienced rapid success. In 2007, the Danish starter and generator remanufacturing company, Dansk Renoverings Industri, was acquired; in 2012, the Belgian/English Car Parts Industries was acquired; and in 2014, the largest core storage facility in Northern Europe was built in connection with the manufacturing facility in Poland accommodating the storage of 400,000 used vehicle parts.

According to Toft-Jensen, “I have been through the most incredible journey and adventure, where I have had the advantage of Danish and foreign employees who have contributed remarkably to a very prosperous development over the years. Nevertheless, the time has now come to pass on the keys. Through recent years, I have had a great number of offers, but it has been essential for me to ensure the company’s long-term development under new owners.”

BBB Industries Receives Award For Excellence In Content And Catalog ManagementBBB Industries received the 2016 Content and O’CAT vendor of the year award at the O’Reilly Auto Parts annual Managers Conference held last month in St. Louis.

This award recognizes the vendor that provides the top content and catalog management services and comes at the culmination of a yearlong program alignment project.

Commenting on the award, Ronnie Glisson, content management director, said, “It’s awesome. We are happy to be acknowledged for putting our customers and their business first.”

Reman Trucks Deliver Fleet SavingsA new remanufactured truck service from IronDirect will allow construction contractors, equipment dealers, and other fleet operators to purchase like-new remanufactured vehicles for about half the cost of similarly equipped new trucks.

William Schwarck Launches New Remanufacturing MagazineA new web-based magazine focused on automotive and heavy duty remanufacturing was launched in January. Created by William Schwarck, the Reman World Magazine and associated web-site provide news, views and information for remanufacturers around the world, with special emphasis on Europe and Asia.

Reman World has appointed Massachusetts-based Niels Christiansen US Editor, tasked with reporting on remanufacturing in North and South America. For more on Reman World magazine, web-site and associated services, please see Remanworld.com.

IronDirect Reman Trucks is a partnership between IronDirect and Vehicle Reman LLC of Tyler, Texas, to bring reman services to contractor, corporate, and government fleets. “Truck remanufacturing is about to become a new, important option for fleet owners to reduce capital spending, improve uptime, and lower total ownership cost,” said IronDirect President Tim Frank. “It gives fleets new life at substantially lower cost than purchasing new trucks.”

Remanufacturing is a process that has been successfully used by the U.S. military for transport trucks, aircraft, and other assets for decades. While vehicle components and systems such as engines and transmissions have been remanufactured for years, no one had yet established a standardized assembly-line system to remanufacture trucks and other vehicles to like-new condition. IronDirect Reman Trucks have a three-year 75,000-mile drivetrain warranty that attests to the quality built into remanufacturing. n

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


Most of you are aware that the Electrical Rebuilding Industry lost one of its best friends, mentors and supporters of the business last June. Dick Vensel spent his whole life working in the rebuilding industry. He was a lifelong member of the Automotive Parts Remanufacturing Association (APRA) and a founding member of the Electrical Rebuilder’s Association (ERA). To honor Dick’s participation in both associations in 2017, the ERA Board of Directors have decided to honor both associations memberships and allow APRA members to participate in the 2017 Tradeshow/Training Event in Dearborn, Michigan this April for the ERA member price. Show your appreciation for all that Dick has shared with all of us for a lifetime by attending this event.

29th Annual ERA Expo

Call Now to Register636-583-4066

DEARBORN, MICHIGANAPRIL 7-9, 2017

Special Room Rate: $99 + taxDoubleTree by Hilton – Dearborn5801 South�eld Road, Detroit, Michigan 48228313-982-3983

FOR ERA/APRA MEMBERS ONLY!REGISTER FOR ALL EVENTS ($225), AND

RECEIVE A 20% SAVINGS!

Highlighted Events:• Ford F-150 Rouge Plant Tour• Seminar Topics: – AGM Batteries Explained – Alternator Electronics – Vital On-Vehicle Tests That Minimize Starter/ Alternator Returns – Newer Starter & Alternator Testing, Rebuilding and Case-Studies

SHOW SPECIAL! $180

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800-366-7100


After the American motoring public enthusiastically greeted Ford’s new V-8 engine in 1932 the following year the automaker redesigned the entire line of cars.

The most popular model of the various 1933 Fords offered was the standard two-door sedan which had a base price of $450. A total of 106,387 such cars were manufactured. The fresh new design coupled with a new V-8 engine proved irresistible to many prospective buyers.

Somewhere along the line an unknown party bought one of those 1933 standard two-door sedans and had it professionally restored before selling it to a Rockport, Texas man.

Soon thereafter the Texan reportedly found another car, the car of his dreams, and relegated the 1933 Ford to the back of his garage. Years later the car was advertised for sale.

That is where Scott Leaf answered the ad and after a few months of negotiating he became the new owner in October

2015. He had the Ford shipped to his Virginia home where it arrived in November 2015. He had purchased the 82-year-old dark blue car with black fenders sight unseen but all had went well.

The 2,418-pound car rolled off the transport truck on its 112-inch wheelbase supported by 5.25x17-inch tires. The 42-spoke wheels have been cleaned, stripped and powder-coated with red paint, a color match to the twin accent pin strips that run the length of the car.

Both sides of the engine hood are ventilated by 23 louvers to help the 221-cubic-inch, 75-horsepower V-8 to run cool. Leaf points out that the original 21-stud engine remains in place.

In order to keep the occupants of the car comfortable in warm weather a cowl ventilator can be opened to admit fresh air. Even more air can be directed inside by pushing open the bottom of the windshield.

Because the windshield is hinged at the top the wiper is mounted above the windshield. Deluxe models of the car had two wipers while standard models had only one for the driver. In cold weather the passengers are kept warm by the optional heater beneath the dashboard.

A floor-mounted shift lever controls the three-speed transmission. The speedometer can register speeds up to 90-miles-per-hour.

For privacy the rear window has a window shade that can be pulled down. The cozy five-passenger interior is equipped with bucket-type seats in the front and a bench seat in the rear.

At the center of the dashboard are two controls, one for the choke, the other for the throttle.

There is no space for luggage and because the spare tire is attached to the rear of the car there is no space available for a luggage rack. Nevertheless motorists of the era had no complaints.

Ford, like most competitors, was still a few years away from an all steel roof but the fabric insert panel seemed to work well.

It especially works well for Leaf who always enjoys taking his Ford out for some road therapy. n

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

1933 FordBy Vern Parker


Get all info the customer has before starting

R&R Tech

TECH

NIC

ALTR

AIN

ING

•Author: Chris Adams

•Subject Matter: Diagnostics

• Issue: Tuner matter

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

Ihave covered some general con-cerns that have arisen from after-

market tuning devices andsoftware in a couple of previousarticles. I don’t want to sound likeI just keep repeating myself, butthe problems keep coming throughthe doors making this an ongoingrelevant discussion. I don’t know ifit’s just because I am more awareof these issues and maybe look forthem more than some folks do, butsomehow these vehicles find theirway to our shop after the customerhas been bounced around fromshop to shop before they get re-ferred to us. In this article I amgoing to cover one specific issuethat I ran into a few months back.

I will start by saying that getting

ALL of the information from thecustomer is a crucial step in the di-agnostic process; it can save youtime and headaches if you haveeverything that you need from thecustomer before you start, and thisstory is a good example of this.

A 2006 Chrysler 300C shows upat the shop equipped with the 5.7LHemi engine backed by the NAG1(722.6) transmission. The customerwas complaining about harsh coastdownshifts and dropped the vehi-cle off with us for an evaluation.No other information was provid-ed, and whether he did not offeradditional details or if the servicewriter who was assisting the cus-tomer did not ask for any of theprevious history of the vehicle, this

was the first step where we couldhave done better.

Moving forward with the evalu-ation, we have detailed proce-dures, including but not limited to,a battery/charging system analy-sis, complete module scan forDTC’s, road test, visual inspection,and TSB search. During the roadtest the vehicle did have pro-nounced, firm downshifts on the 3-2 and 2-1, but the upshifts alsoseemed to be firmer than desired.There were no codes, but the visualinspection revealed there weresome performance-enhancingmodifications done, mainly ex-haust headers, deleted catalyticconverters, and a “cold-air” intake.The first thing that I would havenormally done at this point wouldbe to hook up a pressure gauge,but thanks to Mercedes engineer-ing, we have no line pressure tapwe can use for testing.

TSBs only showed one thingthat was sort of relevant, but notexactly what we are after: an ECUsoftware update for 1-2 upshiftshudder and/or roughness. Notreally what I am looking at, but Ido know that I have had repro-grammed ECU’s before that havefixed a concern that was not de-tailed in the description of the TSB.At this point I am going overeverything in my head before Imake a recommendation on howwe are going to proceed, and I

1



have that ah-ha moment.Remember when I mentioned thatthe catalytic converters were delet-ed and also stated that there wereNO codes? How could that be?Why were there no P0420 or P0430for catalyst efficiency codes if thereweren’t any cats? Somehow the

monitors for those codes had to beturned off. Maybe a tuner was in-stalled, but is that what is causingthis issue? We needed to call thecustomer and get some more infor-mation.

And now, the rest of the story(as Paul Harvey might say). Aftertalking to the customer, the vehicledid have a tuner installed fromDiabloSport (Figure 1).Furthermore, another shop had in-stalled Mercedes AMG solenoids(visually identified by the bluecap) that run higher output pres-sures than the regular old 722.6 so-lenoids. Both other shops thisvehicle has been to just told himthat the coast downshift clunkswere just a side effect of the AMGsolenoids and there was really nofix, and while this may have beentrue, I am not one to go by anyoneelse’s diagnosis. I needed to findout for myself what exactly wascausing the problem.

The customer was hesitant tospend any more money because ofhis history with the other shops,

given that he was not provided avalid answer to his shift issues, butI assured him that I would figureout what was causing it and whatwe could do to fix it. To start, Iwanted to make sure that this wasjust not some type of softwareissue caused by the OE program-ming, or from Diablo. The first stepwas to uninstall the tuner and thenuse the Chrysler WiTech scan toolto update ECM, TCM and ABSmodule. I also used the Diablo up-date utility to get the tuner updat-ed, and I reinstalled the tunermaking no additional changes.

On the initial test drive all theupshifts were pretty firm, but I stillhad the harsh downshifts from 3-2and 2-1 after several shift cyclesthe 1-2 and 2-3 seemed to get bet-ter. None of the other shiftsseemed to be any different at all;was this just a case where the com-puter can simply not adapt to thehigher output pressure of theAMG solenoids? I uninstalled thetuner again (which I probablyshould have from the start) and

2

3



drove the vehicle without the tunerinstalled. Right off the bat theshifts were noticeably different(softer), and after several shift cy-cles the computer adapted the shiftfeel and everything (including thedownshifts) felt normal. At thispoint I was really thinking that thetuner is to blame. One thing thatwe have learned over the years isto test and retest, and also to askyourself, “Can I duplicate theproblem again?” I decided to rein-stall the tuner and find out if Icould duplicate the problem, andsure enough, when the tuner wasinstalled the shift feel changed andthe downshift clunk returned. Atthis point I knew that the tuner(rather than the solenoids) wascausing the issue, but why? Moreimportant, how do I find out why?

I have an HP tuner interface thatI covered when I wrote about the6L80 (Figure 2), so I looked to seeif this Chrysler was a “supported”vehicle, and sure enough it was.This gave me a way to see the de-tails of the tune. This type of soft-ware, whether it be HP Tuners, EFILive, or something similar is theonly thing that gives this type of X-ray vision to see inside the tablevalues of an ECU. The next step

was to reinstall the tuner and hookup the HP tuner interface. After“pulling” the tune out of the vehi-cle and looking at the many ed-itable parameters, somethingcaught my eye: it was under the“adaptive” tab (Figure 3). Was thisthe root cause of all of the issues? Itsure looked like it could be.

The “Fill Time Adapt” for the 3-2 and the 2-1 downshifts had beendisabled within the tuner. Also, the“Fill Pressure Adapt” for the 3-4and 4-5 upshifts as well as the 3-2and 2-1 downshifts were also dis-abled. Before I went any further, Idid something I hadn’t mentionedearlier. After I had reprogrammedthe vehicle back to stock program-ming with the WiTech, I saved thestock tune file in the HP tuner soft-ware. I opened the “stock” file andlow and behold the adapt pagewas identical to the “tuned” file,but those same adapts were dis-abled also. The only thing that wasdifferent was the “Max PositiveFill Time,” which changed from240ms to 300ms (Figure 4). Now Ihad to look further, but where do Istart with the many editable pa-rameters that were available?

The HP Tuner software has an-other cool feature. It has a“Compare” function where whenyou have a tune file open and youcan open another tune file for com-parison. In this example, I had the

stock file and the tuned file opened(Figure 5). Everything that isshown in green indicates changesthat the tuner made to the stockfile. This narrows down the areaswhere you would need to look tosee the changes that have been ap-plied. Now I know where the issuelies and what can be done to cor-rect it. The only question left to an-swer was whether the customerwould authorize the repair. Myrecommendation was to removethe tuner and rewrite the stocktune file with HP tuner software;just removing the tuner is not real-ly an option at this point becauseof the modifications to the vehiclethat were made. Unfortunately, thecustomer declined, although I wasconfident that we could restore hisperformance needs and make thetransmission shifts clean, and alsoget rid of the annoying downshiftclunk.

The customer wanted the abilityto change the tunes depending onthe fuel to be used. This is some-thing that I could not provide forhim, but we might see him backagain someday. For now he has de-cided to live with the downshiftclunk. It was another good learn-ing experience for me, though. I al-ways welcome problems that arenot the everyday things that weusually have to deal with. I do stillhave some unanswered questions

4 5



with this one, such as why are theshift adapts for those particularratio changes disabled? Whatwould happen if I enabled them? Isit just that the fill time/pressure isdetermined from another shiftchange and not needed with those

particular ones? I’m sure at somepoint I will see another chance toanswer these questions reelingaround in my head. Every daybrings a new challenge. TD

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.

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

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


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

You Have to Draw the Line, Tennent Sweeper Alternator,

the Guesswork, and 24-Volt Test Lightby Mohammad Sammii

You Have To Draw The LineTraditionally, the units that were of main interest to a custom electrical rebuilder were either very new, very old, or very rare … with limited availability. That was the work we looked for, simply because those units generated the most income and profit.

With the changing market of the last 15 to 20 years, where service parts for the very new or rare units are not readily available, but complete units can be purchased at low or reasonable prices, small rebuilders (such as myself) have to “draw the line”. We must decide what and when to rebuild. It may be more profitable just to order a unit overnight and have it the next day to meet the demand of the customer!

The fact is, competing with the low prices of “online” sellers and Internet stores is not really possible for custom rebuilders. But there are some customers who still want a face-to-face contact. Realistically speaking, not all of our customers are Internet savvy, and they do not chase the lowest prices across the “web”. So, there are still chances for rebuilders to make good sales on units purchased on the Internet, and resold with a considerable mark-up. Here is one example:

Tennent Sweeper AlternatorA local institution that usually sends us their rare units for overhaul, brought us a Valeo alternator to be rebuilt. The unit was locked-up. There was no ID tag or part number on the unit, so identification was impossible—until a call to the customer for application revealed that this item was for a Tennant sweeper.

A quick search of KwikFinder’s applications showed this item to be a Valeo 2655477 alternator (Lester #11735). The disassembly and testing of the components showed that we needed a voltage regulator and a stator. While searching for parts, I could not find any available regulator or stator.

So, we searched for a suitable “complete unit” replacement. We found a brand new Valeo 425477 alternator on Wagner’s website. It was the same as the unit we needed and was surprisingly very reasonably priced. (Figure-1)

Needless to say, the unit was ordered and delivered to our customer, and the markup made for a healthy profit. This is one of those rare cases where buying an available unit and reselling it made a good sale, and rebuilding was not an option, due to the lack of available repair parts.

Incidentally, this alternator, which had a 2-pin plug at the regulator (similar to 7-SI series) uses only the “L” terminal to work. The other pin is a dummy. (Figure-2)

The GuessworkAs much as you may dislike “guessing” instead of relying on proper diagnostics—there comes a time, after all the possible testing has been done, that you must decide to replace a unit that you think needs to be replaced, in order to solve a problem.

Our case was a 2002 Chevy Express 2500 conversion van that had a starting issue. The owner claimed that he sometimes had to jump-start it to get it going. Any questions that I asked regarding the starting difficulty—whether it cranked but did not start—if he heard any noises in a no-start event—were met with a blank stare and incomprehensible statements that were not much help in diagnosing the problem.

Figure-1 Valeo 2655477 (11735) alternator


The custom electronics associated with entertainment devices that are common on a conversion van (audio and video), can be a source of problems, because the extra stand-by drain can add substantially to the overall parasitic drains. It makes this vehicle a good candidate for a rundown battery, and thus, a no-start problem.

We began with the battery. (It was new.) The hydrometer showed it to be fully charged, and a capacity test showed it to be perfect. So, excessive parasitic drain may not have been a problem. Nevertheless, we checked the system for the actual drain. It was only 20mA, which is considered normal for this vehicle.

The charging system checked out fine, and the relatively low mileage of this clean vehicle (80K miles) did not make it a candidate for replacement. With all of these things considered (and since we were running out of choices) I decided to replace the starter!

We know by experience that, if a vehicle is exposed for 16 years to all sorts of slush, snow, ice, and the salt mix used on the roads here in the Midwest, it can have a detrimental effect on the connections to the starter (such as the power “S” terminal and the solenoid to brush connections). Once the 6449 starter was replaced, and the core was investigated, we saw a faint sign of arcing and a build-up of corrosion between the solenoid motor terminal and the brush lead (field lead). This could have caused a no-start problem. (Figure-3)

When the owners picked up their van, they finally said that when it did not start, they could, at times, hear a faint click and that was all it did!

The point is, sometimes we use hunches and guesswork based on the experience we have gained during decades of working. When used comprehensively with a proper process of elimination, our experience can become a strong diagnostic tool.

24-Volt Test Light24V industrial and AG (agricultural) machines are rare but not uncommon. There are times you need to check out a 24V alternator or 24V generator run with the regulator (John Deere). It is a good idea to have a 24V test light handy to confirm the light terminal function or use for the activation.

There are industrial 24V test lights available, but usually they are not only 24V test lights. Some may have a 12V-24V range, or even a 6V-24V range.

To make a 24V test light, we have come up with this simple solution. Use an inexpensive test light. Cut the lead in two. Trim the end of a 40-Ohm resistor (leftover from your 10-SI bin), then solder it in series with the lead. A little heat-shrink tubing can cover the resistor. Now you have a fine 24V test light that you can use for alternator testing or to simulate a no-charge light when running a 24V generator with the regulator on the test bench. We made ours a little fancier by putting the resister inside the light. (Figure-4)

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 Only the “L” terminal is used. Figure-3 Corrosion and mild arcing on the eyelet caused a no-start condition.

Figure-4 Our 24V test light…!


L E T ’ S T A L K B A T T E R I E S

Visual Inspections and Hydrometer Testingby Dean Conner

The last time, we talked about battery safety and how to deal with electrolyte emergencies. Now we are going to discuss how to determine if a battery is bad.

Visual inspection is the first step. If a battery does not pass this step, you no longer need to proceed to gauges, hydrometers or any other tests. You can spot some things that will make further testing dangerous for yourself and anyone standing nearby.

When a customer comes into our shop to have a battery tested, sometimes it is still installed, and sometimes it is “on the counter”. The first step is a visual inspection, which includes the following:

Make sure the top is free from dirt and grime (see Figure 1). If necessary, clean it. A grimy dirty top can lead to the formation of electrically conductive tracks along the battery’s surface. This is known as “tracking”, and this can increase the self-discharge rate.

Check the battery for:Obvious damage—a cracked or broken case could cause loss

of electrolyte.Swelling of the area under the posts or a pooching of the

lid at the battery posts (see Figure 3). This may indicate a corrosion buildup under the lid. If this obvious type of damage is present, replace the battery. Damage like this makes the battery a hazard to test any further.

Examine the battery posts for any kind of coating or excessive corrosion buildup (see Figure 2). If there is a big ball of corrosion all over the post, there is a leak at this point. Replace the battery. If there is normal corrosion, clean the post and move to the next step.

If it is a filler-cap battery, look into the cells and make sure the electrolyte is not oily or full of debris. Oily film on the electrolyte surface indicates that contaminants have entered the battery, and it must be discarded. Debris is from the plates “shedding”, and the battery must be discarded.

The next step in the testing process is to check the battery state-of-charge. If it is a filler-cap battery, you should check

Figure-1 Dirt on the battery top can lead to a self discharge condition.

Figure-2 This definitely qualifies as “excessive” corrosion!


the electrolyte level, then use a hydrometer to test for state-of-charge. You can buy a very inexpensive hydrometer from an auto parts store (see Figure 4). A fully charged battery should have a hydrometer reading of 1.270 at 80°F. For every 10°F higher than 80°F, add .004 points to the reading (example: 1.274 at 90°F). For lower temperatures, subtract .004 points from 1.270 for every 10°F less than 80°F (example: 1.266 at 70°F). If the battery has no caps, a hydrometer cannot be used, and you must look at the battery voltage reading to determine state-of-charge. We will discuss how to do this in the next article.

When being tested with a hydrometer, the battery must be at a full state-of-charge. When individual cells are tested, they

Figure-3 Swelling under the battery post

Figure-4 An inexpensive battery hydrometer


must all have the same specific gravity. A .50-point difference between the highest and the lowest cell indicates a bad battery. Remember, the battery must be fully charged to perform this test. If you must add water to the battery cells, charge the battery (after adding) at a 15-amp to 25-amp rate to mix the electrolyte and water. A battery filler jug is a convenient way to add water is to just the right level (see Figure 5). These jugs can be purchased from your local auto parts store. This jug has a valve that fills each cell to the correct level and prevents overfilling. Since a battery is a chemical device, it is best to use distilled water. Regular tap water can contain chemicals or minerals that could change the electrolyte chemistry. Never add electrolyte to a battery. This will change its specific gravity and cause the battery to sulfate at a faster rate.

Most of the filler-cap batteries we see are big industrial batteries or are used on golf carts. Automotive batteries are usually maintenance-free flooded-cell or AGM (Absorbable Glass Mat). The above-mentioned tests can really narrow down a problem, especially when multiple batteries are all connected. While it is a good idea to change all the batteries in a system, there are times when you have one defective battery in a bank of all new batteries. A hydrometer can easily find the one bad cell in a six- or eight-battery system. You can also show the customer which batteries are bad—if it is one battery, three batteries or all six batteries.

This time, we discussed how to perform a visual inspection and how to use a hydrometer. The visual inspection is the same for all batteries that you examine.

Whether it is a flooded-cell lead-acid battery, an AGMtype or a Gel-type, you always need to look for the “obvious”. If there is a swollen or wavy top, that battery needs replacing … no matter what the gauges or the meters read! Before a meter is put on a vehicle to test the charging system, there should

always be a visual battery inspection—if not a complete testing of the battery. There are still a lot of flooded-cell lead-acid batteries out there. A hydrometer is not a big investment, and it can save you tons of time! Before you start troubleshooting an electrical problem, do a hydrometer test, so you will know exactly what the battery state-of-charge is. There is no sense in checking a system until you know that the batteries in it are tested and good! Next time, we will discuss testing … electronic testing procedures as well as old-school methods. n

As always, I welcome your questions and criticism. Give me a call at 985-399-0003 or drop me an email at [email protected]

Figure-5 Battery filler-jug

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Gear Reduction Starters Powering New Opportunities

by Bob Hopko Business Development Manager - Rotating Electric, MAHLE Aftermarket Inc.

The direct drive electric starter, which first appeared over one hundred years ago on the 1912 Cadillac, transformed the automotive industry and made the

internal combustion engine the preferred choice for propulsion systems. Direct drive electric starters consist of an electric motor whose armature is directly connected to the pinion gear. The pinion engages with the ring gear of the flywheel and rotates the engine to start the vehicle.

Direct drive starters operate on a 1:1 basis; for every revolution of the armature, the pinion gear rotates at the same rate. For many engines, especially high compression diesel, the power required to rotate the flywheel is considerable. As a result, the starter motor is both very heavy and requires a significant amount of current to operate.

Delco Remy had an early gear reduction starter for truck applications in the early 1920s but the crudeness of its design and high production costs limited its mass appeal. In the 1960s, Chrysler also experimented with gear reduction starters. Gear reduction starters connect the armature and pinion gear in a 4:1 ratio. This allows a gear reduction starter, compared to a direct drive, to be smaller and rotate faster, resulting in lower power consumption and higher torque. Gear reduction units are typically smaller, lighter and operate more efficiently.

Gear reduction can be achieved in one of two ways: planetary gears or spur gears. In a starter that uses spur gears, the armature must be offset and the starter drive is placed in a separate gear housing. With starters using planetary gears, the gears can be contained in an in-line drive-end housing. The armature shaft rotates about four times for each revolution of the pinion gear in either case, for a 4:1 reduction.

Gear reduction starters allow for significantly smaller units that, with the benefit of the gear reduction, can produce an equal or greater amount of torque compared to direct drive starters.

Gear reduction starters have a higher part count but internal wear is often less compared to direct drive starters since they use bearings versus the bushings common in direct drive. Misaligned

or worn bushings are the most common cause of the slow cranking of overheated engines that

use direct drive starters.Although they were introduced

almost 100 years ago, gear reduction starters have only really become common in the last 20 years. Many original equipment manufacturers of diesel engines have embraced gear reduction starters for their

benefits stated above. We are also seeing an introduction of gear reduction starters in the aftermarket as replacements for applications that before called for a direct drive starter.

For example, MAHLE Aftermarket today offers a broad range of gear reduction starters to the aftermarket designed to replace direct drive starters with no modifications. These replacement starters typically save 8 to 10 lbs. over their direct drive counterparts, making them much easier to install. As the industry adopts gear reduction starters, the price differential has been narrowing.

Since the conversion two and a half years ago of 12 common MAHLE AZJ family type direct drive units to AZE gear reduction style units, sales have seen a significant steady increase of the gear reduction style units.

In addition, MAHLE has AZG planetary gear reduction rotatable drive end frame units for construction, mining, off-road, and, now, on-road class 8 applications. The future is bright for gear reduction units in our industry and there will come a time when the direct drive unit is barely visible in the marketplace. n

Bob Hopko is the Business Development Manager - Rotating Electric for MAHLE Aftermarket Inc and can be reached by email at [email protected] or by phone at +1 203 673 4261.

Figure-1 MAHLE AZG gear reduction starter.


In 2016 I lost two of my mentors Dick Vensel and Glenn Cheaney. While reflecting on the impact these men had not only on my life but on the field of rebuilding, I concluded

that through the years Rebuilding had evolved into an art form. Men like Dick and Barney Kaplan provided the tools and supplies of the trade while people like Glenn “the Artist” took junk and turned it into beautifully restored functional pieces. There are many such artists still around and I have had the pleasure of meeting several of them. Unfortunately, the numbers continue to shrink and the art is getting lost. My musings brought about some thoughts and comparisons.

If you ask a Millennial to tell you the trade of a Blacksmith they might have the correct answer. Ask them what a Cooper, Collier or Hooper did and you would probably get a blank stare. They might guess the occupation of a Wheelwright or a Saddler by the name but ask them to tell you what an automotive rebuilder does and most will not know what that is, let alone have a clue as to what they do.

Much like the trades of the Cobbler and the Brazier the art of rebuilding is well past its heyday. Today automotive components like most brass parts and shoes are mass produced and rarely individually repaired. There are so few Coopers left making barrels that the need for a skilled Hooper to make the bands is all but non-existent and the number of Colliers working in the coal mines is shrinking every day. So how does this relate to rebuilding?

There was a time when nearly every service station, part store and dealership had a person on site who could service starters and generators, overhaul brake cylinders, reline brake shoes or clutches and lap in valves. Things were built by craftsmen, designed for field repair and intended for multiple service cycles. Many of these early techs became extremely proficient in one given field and so began to specialize in one or two types of components. The first automotive rebuilders were born. The entrepreneurs among them struck out on their own and specialty shops started popping up everywhere.

The 1940’s and 50’s ushered in an explosion of rebuilding

shops. These were not the large remanufactures of today where cores are disassembled in bulk, base components are processed for reuse and assembly is done on a line resembling an original production factory.

The employees in these shops were skilled craftsmen, tradesmen who had spent years learning and honing their skills. Each unit was processed from start to finish by one person who took pride in his work. The tech had to know how to test and service every component as well as understanding how each part worked in the completed assembly.

Manufacturing evolved, parts became more complicated and were no longer designed for field service. Dealers and part stores stopped servicing units in the field. Remanufacturing and exchange units became the norm. The shops that provided apprenticeship programs for rebuilders began to disappear and so we see a steady decline in true “rebuilders”.

Now don’t get me wrong, this is not a doom and gloom story. While it is true that the numbers of rebuilders and rebuilding shops are shrinking, Remanufacturing, the industry

The Art of Rebuildingby Dan Smith

Figure-1 1920s Chevy Generator


that evolved from the early rebuilding shops, continues to grow as a segment of the aftermarket. Today, driven by environmental issues and shrinking reserves of raw material, more and more product is being designed for a circular economy and multiple service cycles.

There is also an upside for the remaining rebuilders and those who might be inclined to take up the craft. Many local rebuilding shops are still surviving doing repairs, specialty overhauls and buying and selling commodity items. Large remanufactures are discontinuing slow moving older product. The product mix may be changing but the business is still there.

As with most fields, supply and demand is a huge factor in the value placed on a skill set. With fewer and fewer skilled rebuilders around the ones left can command a premium for their time. Someone restoring an antique car or a vintage piece of equipment cannot run to the corner parts store for a generator to fit something from the 1930’s. Opportunities abound if you are willing to seek them out.

During the time when I was one of the young kids in the rebuilding industry, I was blessed to have exposure to many who willingly shared their knowledge to help me perfect my craft. I do not want to see this art die out completely so going forward I will be sharing some stories, tips, tricks and case studies of the art of rebuilding. I welcome input from any of the seasoned rebuilders out there in all fields, not just the electrical group. Share your stories, pictures of old, unique, specialty units or processes. We cannot mentor everyone who might be inclined to carry on this trade but we can and should start recording our knowledge before it is all lost forever.

Until next time n Dan Smith is the Chairman of APRA’s Electrical Division, and he can be reached at [email protected].

Figure-2 1920s Chevy Starter

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Worldwide vehicle manufacturers have started utilizing local

communication networks to control a vast majority of the moving parts in vehicles, including your alternator, in a bid to meet governmental standards, while optimizing fuel economy and reducing the vehicle’s overall weight.

This means an alternator’s output can now be turned off to remove its mechanical load on the engine when extreme acceleration is needed, such as when overtaking.

With city driving, the alternator’s charge rate can be reduced during acceleration and increased during deceleration. That way it works in parallel with brakes during braking. This saves wear on brake surfaces while generating electrical energy with the energy saved by the battery, increasing fuel mileage down the road. All of this can be accomplished in fractions of second.

The newest charging systems today are controlled by a single-wire connected from the network (ECU – Electronics Controlled Module, or PCM – Power-train Control Module, or PCM – Engine Control Module) to the alternator voltage regulator, known as COM.

This connection allows the same alternator to perform efficiently in different conditions by modifying the voltage set-point of the voltage regulator.

This type of communication has already been used in the automotive sector. For example, PCM type regulators (Denso RLO, GM RVC) feature this technology and they were

invented in the mid-1990s and used in the 2000s. However, communication in those early systems were one-way and very simple when compared with today’s modern charging systems.

Other controlled functions of the regulator by the ECU through the COM terminals are the: LRC (Load Response Control), LRC cut-off frequency, Field Duty cycle time (it can be turned off to reduce mechanical drag and electrical load on a cranking engine) and Field current.

In the other direction it can report any alternator faults (like the lamp function but better) and the current operating

Who is the Boss?By Transpo Electronics, a division of WAIglobal


conditions similar to duty cycle (like FR) and regulator temperature.

The COM terminal has truly integrated the alternator and placed it firmly under the control of the ECU. There are many available network protocols (software) but BSS and LIN are the two most used for charging systems because of their simplicity, low cost and robustness.

They are similar in what they do but entirely different in the details, almost like different languages. For instance, although Mercedes Benz uses LIN and BMW uses BSS, connectors and key inside the plug are the same. So the only way of distinguishing Mercedes LIN and BMW BSS regulators is to test both regulators by putting different protocol (LIN or BSS) and seeing which protocol the regulator will work with.

After every engine start, the control unit must initiate communication with a COM regulator. This first contact synchronizes the language speed and once the protocol is negotiated, a hand-shake is key to establishing and maintaining two-way communication with the control units.

The COM regulator must recognize the handshake and respond to it correctly. To communicate with one of these alternator / regulators, you need a test box that speaks the correct language – basically a mini-computer that is bi-lingual.

Given that systems are becoming more complex, multilingual is probably more accurate. Different versions of LIN and BSS have already been introduced and are being updated every year.

Most COM terminal alternator / regulators will function in default mode in the absence of a handshake or if the signal is lost altogether during operation. Assuming that you can access a stator terminal, you may get one to operate on a test bench by connecting the stator terminal, (but often the stator frequency is pretty high).

This technique works by charging in default mode but there is no guarantee it will operate on the vehicle for which it is intended and respond as expected by the control unit.

If the control module senses anything out of the ordinary, it will very likely turn on the charge warning lamp, even though the alternator / regulator may be charging perfectly. In other words – it is a risky business to rebuild COM alternators without a test box.

The COM technology is now being utilized on other components in the vehicle, such as wiper motors, steering wheel, seats, doors and windows.

So, who is the boss? The answer is clear: the ECU. n

To reach Transpo Electronics, call 800-877-3340.


How long has your company been in the remanufacturing industry? How/why was the company established?Romaine Electric was founded in 1921 by Tom Romaine. My father bought the company in 1969 and moved us from New Jersey out to Bellevue Washington, a suburb of Seattle. It’s kind of cool that in 4 years we will be celebrating 100 years in business and in 2019, Romaine will have been in my family for 50. Originally Romaine was founded and repaired Starters, Generators and clocks. My father, who passed in 1988, purchased Romaine because it had armature rewinding capabilities.

How did your company get started with APRA? What role have you had with APRA?My Father, John, came from one of the leading industry parts suppliers called Vulcan. He was a member of APRA since 1948. He was also the president of APRA in 1985-1986. Romaine is also one of the oldest companies within APRA. I have been going to APRA events since about 1983 I believe and joined the board in 2009. As most are aware your board experience includes going through the various chairs that come with different responsibilities each year. I was the chairman of the association in 2013. During my time so much has changed in the association. I was part of the team that created the partnership with Rematec

M E M B E R S P O T L I G H T : R O M A I N E E L E C T R I C C O R P O R A T I O N

Interview with Nick Staub, President of Romaine Electric Corporation.


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and I was also part of the team that brought the show back into APRA control. We completely revamped the structure of the association and management. Most of all I’ve had the pleasure of meeting so many wonderful people and have created lifelong relationships. These colleagues have opened my eyes to so many global perspectives that the experience was thoroughly invaluable. My experience with these passionate volunteers will always hold a special place in my heart.

What products/services does your company provide to the industry?Like many companies in the reman industry, Romaine has had to evolve dramatically over the years as the market has evolved. Today Romaine is rather unique in the rotating electrical space. We have retained our mechanical efforts in lieu of moving towards importing product only. Romaine is an OEM manufacturer to specialized companies in the aviation, construction, racing industries. Our core has been supplying parts and complete units to the rotating electrical rebuilders, however the changes within the marketplace have forced us to evolve and enter new markets. We currently manufacture/remanufacture Starters, Alternators, Generators, DC traction motors, Armatures, Rotors, Stators. We will be expanding into compressor motors within the next 2 years.

What value do you find in APRA membership? What other ways does APRA Membership help expand your business opportunities?APRA has always given me a venue to meet new people within our industry. Suppliers, Customers, and peers that have helped me stay in the know about where the industry is going. From an early age I always would volunteer for panel discussions at events. We’ve also hosted a few events at Romaine that have drawn new customers and awareness of our offerings. We are looking to host another Electrical clinic here at Romaine before too long. APRA has been an invaluable conduit to my industry. We have also taken advantage of some of the tools that APRA has made available that have saved us tens of thousands of dollars.

What are the biggest opportunities and threats facing the electrical remanufacturing/rebuilding industry over the next five years?There are many opportunities for the Electrical rebuilder, however the difficulty for the traditional small rebuilders are very difficult to overcome. For many years rebuilders were able to exist with little to no selling expense or effort. If you were a rebuilder it was as easy as hanging a sign above your building and business would find you. Today the equation is much more difficult with easy internet buying available to most as well as auto parts stores having fast availability to all units in all applications. The small shop no longer has business driven to them, unless it’s a real exotic unit. So the challenge is for the rebuilder to develop a method to inform their customers that they are still the right option for their needs. We must remember that several people now have full line electrical programs and salespeople that are constantly calling on what is or was our customers. They key is to continue to educate our customers on the advantage of rebuilding and the knowledge to problem solving that the rebuilder brings to the equation. n

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