Product Technology: Today And Tomorrow
AutoInc. is pleased to introduce its first New Product Technology section designed to inform readers of the most significant technological changes occuring with automotive service products and equipment. The section includes current trends in technology and the effects these changes will have on service shops.
Paint Systems
There are new paint systems on the market that achieve unique effects depending on the viewing angle and light source. DuPont has its Kameleon Kolors, which on a vehicle's surface, create a color that, for instance, appears to change from red to blue, or silver to green as the viewer moves around the vehicle. While traditional pigments absorb light, the pigment in this product reflects it. According to Andrew Witherspoon, OEM/ Fleet color marketing manager for DuPont, the pigment can be thought of as a metallic flake sandwiched between two pearls. As light travels through the transparent layers of the pigment, it bends, or refracts, creating a rainbow effect. "They apply as a simple base/clear finish and repair just as easily, but they look like a custom four-layer paint job," explains Witherspoon. The cost: approximately 10 times the price of traditional finishes.
PPG has Hologramic paint on its Chrysler Sebring pace car. This paint also contains a technologically advanced pigment. According to Al Ball, technical manager, refinish color, PPG Automotive Refinish, the company is just beginning to experiment with the new coating technology and the applications are limited because of the high cost.
In late 1995, BASF debuted its Mystic color automotive paint on a Saleen Speedster Mustang. The company predicts that this new paint will eventually command a substantial share of the color market once people see the shifting array of colors they can get.
Other developments in paint products include Akzo Nobel's Colorbuild, which the company describes as the first color primer/surfacer, wet-on-wet primer/sealer system that doesn't require expensive topcoat toners to achieve a full spectrum of true undercoat colors. This system is made up of six primers: white, red, blue, green, yellow and black; two hardeners and one reducer; and the Color Fan chip chart, which gives painters access to the most popular OEM colors. According to the company, Colorbuild meets the volatile organic compound (VOC) requirements of the proposed National Rule.
Several paint companies have recently introduced environmentally friendly products. ICI Autocolor has a new clearcoat system that is compliant with the proposed National Rule. The product, HS Clearcoat P190-643, is a high-solids system that can be applied over the company's 2K solventborne system or its Aquabase waterborne basecoat system. Sherwin-Williams has its high-solids CC-635 Clearcoat and UH-80 High Solids Hardener, which are also compliant with the proposed National Rule. Spies Hecker has Permacron HS Clear Coat 8030, which includes a high proportion of solid particles (56 percent at spray viscosity) resulting in 40 percent less solvent emitted and a 25 percent savings on materials. American Standox has just announced that its parent company's new waterborne clearcoat is entering final pre-production testing. According to the company, the new 2K waterborne clearcoat supports a further reduction in VOC emissions, critical under the National Rule, and under more stringent legislation in the Los Angeles basin (Rule 1151) and other areas.
Paint Guns
High-volume, low-pressure (HVLP) paint gun technology continues to evolve to achieve optimum atomization and increase transfer efficiency, which decreases the amount of overspray. The most recent designs address air pressure and ergonomics.
"Many of the new guns do tend to consume more air," says Bob Rheinhart, national sales manager, Sharpe Manufacturing. "If a tech experiences a problem with the gun, chances are he doesn't have enough air to run it."
Mike Odum, training manager for ITW DeVilbiss, offers several potential causes of pressure drop: an air hose that is too small in diameter or too long; restrictive quick disconnects, or too many in the system; and low performance air regulators. A pressure drop problem can result in insufficient air entering the spray gun to produce the necessary pressure at the cap. Attaining the proper cubic feet per minute (CFM) is key to making these guns work and companies are working on new designs to operate on a lot less air, Rheinhart said.
Another trend of manufacturers is to get away from bulkier, heavier designs. "We're moving toward the traditionally European designs of thinner, lighter-feeling, lighter-looking guns," said Rheinhart.
Using HVLP guns may require a short adjustment period for painters to get familiar with the system, but along with the learning curve comes several user advantages.
Due to lower solvent/contamination in the air with HVLP guns, the No. 1 advantage is the personal health environment of the painter. Another significant advantage is increased material control, which also results in a savings of material costs.
HVLP guns are also being changed to make them more user-friendly, without loss of production, says John Conlon, national sales manager, AccuSpray. "Painters must be able to get acceptable finish quality at a speed of application at which they want to paint. In order for the body shop to see paint savings from higher HVLP transfer efficiencies, painters must want to use their HVLP guns," said Conlon. "Along these lines, one of the user advantages of HVLP and its reduced overspray is that painters can actually see what they are painting and the results they are getting."
As paint materials continue to change, paint gun manufacturers will be "tweaking" for the new materials with better and better transfer efficiency and will become even more efficient in the transfer of air, Rheinhart said. "If you walked into a shop and handed an HVLP gun to a painter whose last experience with one was five or six years ago, he might throw it at you," says Rheinhart. "But manufacturers have come a long way in the last few years."
Lifts
The most significant change in lifts is the design of some in-ground lifts. "Recently, in-ground lifts have been impacted by EPA regulations. This is a result of the possibility of hydraulic oil leaking into the soil," said Ken Thompson, vice president of sales, Benwil Industries. These environmental concerns have led to design changes for in-ground lifts that significantly reduce the amount of hydraulic fluid in some models.
John Halstead, owner of Western Hoist, said that to tackle the environmental concerns of older designs, new lift designs have reduced the amount of internal hydraulic fluids from about 40 gallons to under a gallon of oil. While "oil conservative" lifts allow shops to meet environmental concerns, Halstead said the price may be 10 percent to 20 percent higher than other designs.
Above ground lifts are becoming more versatile as the number of lift attachments available continues to climb. Adding accessories is an affordable way to expand the capabilities of lifts.
"Accessories provide versatility by adapting the lift to a range of vehicle types," said Harry Crawford, parts manager, Rotary Lift. Today's unibody cars and vans may require special adapters or rubber pads, and some companies offer accessories that allow all types of wheel service, brake repair and suspension service. Accessories such as air/electric utility boxes or an oil drain pan are designed to increase shop productivity. Some lifts also can be retrofitted to enhance safety and maintenance features.
Scan Tools
The trends in scan tools are toward greater functionality, said Jason Alexander, marketing and media specialist at Vetronix. "The more cars become complex, the more tools must be able to interface with them," he said.
Scan tools have increased capabilities toward anti-lock braking systems (ABS) and other vehicle systems that have recently become computerized, according to Harvey West, OTC marketing communications manager. He added, "Software will continue to evolve as vehicle systems change."
Some in the industry perceive the most significant trend for scan tools as something other than technological change. The biggest issue with scan tools is price, according to Mark Hall, with Mac Tools' marketing department, who contends that the availability of a scan tool in the $500 price range is a relatively new offering that benefits technicians who can't afford a more expensive model. "The idea is to get a tool in the hands of guys who don't have the money [for the more expensive models], or simply need a backup tool," he said.
The introduction of OBD II in 1996 has caused changes to scan tool technology. The advent of OBD II and the need to act in compliance has required enhanced interfacing capabilities from scan tools, according to Alexander.
However, not all scan tools provide the latest information pertaining to OBD II, contends Hall. There is generic OBD II information as released by the car manufacturers in all scan tools, he said. But some tools have enhanced data in addition to the generic information that is available only through specific tools, according to Hall.
In addition to changes made related to price and OBD II, scan tool technology is periodically upgraded with new model-year updates or when new scan tools pick up information on new import cars through scan tool software, said Hall.
Lab Scopes
There are three significant technological changes occurring in lab scopes today, according to Chip Hennen, vice president of corporate communications for Edge Diagnostics. Lab scopes are becoming smaller. They are becoming PC-based with upgradeable software developed on an ongoing basis, and are heading into the direction of having a range of fully automated functions, eliminating many configurations required by older scopes and making them easier to use.
"What's driving PC-based diagnostics comes from what you see in the computer industry itself," said Hennen. This includes the expectation that computer products will have periodic software upgrades that are relatively easy to install. He adds that younger, more computer-literate technicians are a major factor behind the changes in lab scope technology due to their higher expectations for computer-based diagnostic technology. "Their expectations are driving trends," he said. "They want power and versatility and flexibility."
"In the past few years, the power of scopes has increased," said Corey Glassman, senior marketing specialist for Fluke.
The most significant technological change in lab scopes, according to Glassman, has been a combination of ease of use - made possible in a large part by specific menu-driven interfaces - and the sophistication of triggering circuits, "enabling the scope to know what to look for."
Mark Hall, with Mac Tools' marketing department, echoes Glassman's statement on making scopes easier to use. "The big driver [for lab scopes] is ease of use," said Hall, "and getting the price down." He added that ease of use is especially important for technicians who don't have an electronics background.
Lab scopes originated within electronics trades and were initially used for automotive applications by high-end technicians who understood how to use the electronics lab scopes, according to Hall. It wasn't until about three years ago, he said, that lab scopes were manufactured specifically with automotive-related functions. Since then, the trends in lab scopes has been to continually offer more automotive setups and programming features. "As lab scopes become easier to use, they will be used by more techs," said Hall.
In addition, there have been hardware changes, particularly with the use of cold cathode displays in more equipment, which makes it easier to see the display, according to Glassman. Also, the overall memory has increased which has allowed added glitch-capturing capabilities and screen recording. "This allows you to do many additional tests that were not possible before," said Glassman.
Also, lab scopes are being manufactured with greater bandwidth, allowing for a larger range of frequencies to be measured, according to Jason Alexander, Vetronix marketing and media specialist.
"I think overall you will see more and more that scopes are being created for the environment they will be used in," Glassman said. "The products being developed and applied are being done with more automotive expertise." Lab scopes were initially more general, industrial products, but new products are being geared specifically for the automotive industry, he said. In addition, accessories to accompany lab scopes are being produced specifically for the automotive industry, according to Glassman.
Also, "more trade publications and training are geared toward use of this [lab scope] technology," Glassman said. Technicians are becoming more aware of this technology and how it can applied, he said.
One of the trends in lab scope use is to use the tools for functions they were not intended for, according to Glassman. For example, a lot of research has been done on using wave patterns to detect faulty fuel pumps, even before the pump has become totally defective. Lab scopes can be used to detect faulty fuel pumps in a matter of minutes, contends Glassman.
Some scopes are designed to perform simple scan tool functions as part of their increased functionality. "The scan tool is an essential tool, and immediately past that is the need to have a lab scope," according to Hall. Some hybrid tools are being manufactured today that perform scan tool functions and some lab scope operations, he said.
Lab scope use will continue to increase as more electronic components are used in vehicles, contends Hall. Scan tools are essential as a front-line tool to detect failure codes, according to Hall, but simple diagnostics with a scan tool might not detect failure signals in some instances, and many times technicians can only "shotgun" problems if using only a scan tool. A lab scope is a pinpoint device that "takes the mystery out of diagnostics," said Hall. Without a lab scope, he added, technicians are "looking in the dark."
One thing to keep in mind is that despite all the technological enhancements, the overall price of scopes is decreasing, according to Glassman.
Gas Analyzers
One of the major trends in gas analyzers is compact size, according to Harvey West, OTC marketing communications manager. "Gas analyzers are becoming more adaptable to in-vehicle use," he said. With smaller, hand-held devices, technicians can take the analyzer on a road test and read gas values out of the tailpipe. "You can't always replicate [driving conditions] in a shop. Portability allows more flexibility in diagnosing vehicles," he said. "In Minnesota, when it's 15 degrees outside, you won't get the same reading as you would inside a shop."
Bill Rose, application engineer for Vetronix, contends that increased functionality is the trend with gas analyzers. He agrees with West that transportability of gas analyzers is becoming more important because greater transportability allows technicians to test under load.
"The industry is demanding an analyzer that will do more than just display the gases," said Rose. "It is demanding a product that will give techs tools to measure the emissions under certain testing conditions."
"We see the use of gas analyzers for diagnosing cars increasing," said West. Chip Hennen, vice president of corporate communications for Edge Diagnostics agreed, saying, "A gas analyzer can be an effective tool for diagnosing driveability problems." West said that you can tell a lot more about a vehicle and narrow things down when troubleshooting with a gas analyzer in addition to other diagnostic tools. "The gas analyzer is underutilized as a diagnostic tool," he said. In the past, gas analyzers have been used mainly for emissions testing, but they are starting to be used more as supplements to other products to improve the overall diagnosing and troubleshooting of automotive problems, said West.
Technicians need more from an analyzer, including more data logging through memory, and the ability to take snapshots of readings, according to Rose. Tools now have higher microprocessing power and multiple processors to help technicians record data, which helps in the overall diagnostic procedure, said Rose. And, because newer analyzers are smaller and more transportable, testing can be done on the road, where the technician can worry about simulating the driving conditions and not worry about diagnosing in real time because the analyzer will record readings for later use, he said.
Another significant trend is increased interfacing of different tools to help diagnose emissions problems, according to Jason Alexander, Vetronix marketing and media specialist. Some tools come equipped with a split-screen mechanism by which technicians can view emissions data and engine data on the screen at the same time by interfacing the gas analyzer with a scan tool. This is very helpful, and almost critical when troubleshooting; "Otherwise, it's a crapshoot," he said. "You can narrow down choices real quickly, and repair more efficiently [with this technology]."
The ability to interface analyzers with scan tools helps during testing because the tech can see what's going on in the engine while certain emission readings are displayed, according to Rose. This all results in a more accurate diagnosis and reduced diagnostic time, he contends. Since technicians are able to archive recordings, they can build a knowledge base of previous test conditions from which to draw future diagnostic support, hence reducing diagnostic time, he said.
Gas analyzer systems are also moving toward the use of PC-based software, according to Hennen. The use of PC work stations to interface with all tools is a big trend, said Alexander. With these PC work stations, you can download data from the tools, he added. He also said, "With some tools, you have to do analysis in real time; others have a snap-shot capability of drive cycle that you've recorded." With this, you can look at the data at a later time, or use it to diagnose the same vehicle over a period of years, which is becoming more common, according to Alexander. The information can be stored for long periods of time, he added, and it requires little memory to do so.
"Another advantage to having more processing power is the ability to start combining diagnostic information, and integrating this information into the tool," said Rose. For example, some analyzers now have AFR charts that display what AFR does to readings, he said.
Analyzers now have fundamental gas analysis capabilities, can record, have scan tool interface, and can store and integrate information and graphical elements, all in one product, according to Rose.
He foresees the possibility that the use of portable gas analyzers will increase in repair shops located within states with decentralized emissions programs because they will be useful in prevalidating inspected vehicles without taking up limited bay area space.
Wheel Alignment Systems
Computer technology continues to influence wheel alignment system applications. According to Ray Steck, president, Steck Manufacturing Company, the biggest advancements in wheel alignment systems since the introduction of lasers is the addition of CD-ROMs that provide technicians with more photos and instruction, and of course, technical data.
"When techs have a problem, it tells them where to look for the answer," said Steck. "It tells them what, where, when and how much - step-by-step. The difference to the shop owner is that several techs can do alignments - to one-hundredth of a degree if desired - instead of having just one person who is an expert in alignments."
Denny Bowen, product manager, Hunter Engineering Company, says more powerful computers and sophisticated graphics have led to wheel alignment systems that are able to assist technicians in ways that weren't possible before. Specifically, systems can offer instant access to even more information; drop-down menus that provide shortcuts specific to the angle and vehicle being adjusted; digital photographs; and even video help. These advancements help not only technicians, but also customers through detailed printouts that incorporate this information.
What the future holds for wheel alignment systems will depend on changes in future car designs, says Steck.
Hand Tools
In general, the major trend in hand tool design is to produce tools that assist technicians in getting to more difficult-to-access areas, according to Mark Hall, with Mac Tools' marketing department. "As a result of underhood clearance getting tighter and tighter, there is less room to work," he said. "Under the hood and under the dash, we're coming up with all kinds of tricks [to provide easier access to these areas]."
As an example, whereas before there has been one type of combination wrench, they now offer wrenches in different lengths to get to different spots, said Hall. These variations and other tool designs "allow techs to get to a bolt and remove it without taking something off to get to it," he said.
Changes in hand tools are pretty subtle, according to Hall, but manufacturers continue to come out with new variations.
The terms "ergonomic" or "ergonomically designed" are the new buzzwords for hand tool design, which refer to comfort and proper positioning of the hand, according to Hall.
The most significant technological change occurring in hand tools is ergonomics in product design, according to Joseph Centeno, research engineer in product research for Snap-on Tools. "Ergonomics is the study of the relationship between the attributes of the tool, the requirements of the task, and the physical and psychological capabilities of the technician," he said.
"Ergonomics is the science of fitting the job task to the person who does the work - instead of forcing the person to fit the job," according to the National Safety Council. "Good design using ergonomics enhances the safety of tools, machines, systems, job tasks and work environments." When workers and workplaces utilize the benefits of ergonomics in the designs of the tools they use, it can lead to improved worker health and morale, safer conditions and attitudes, fewer injuries, better working practices, and increased efficiency on the job, according to the National Safety Council.
In the past, tool manufacturers concentrated on the requirements of the task without adequately addressing the capabilities of the technician, according to Centeno. Tool engineers are working harder to analyze how tools, tasks and technicians interact to cause fatigue, which can hinder human performance, he said.
A tool design with ergonomic features allows the user to transfer his or her strength more efficiently, thereby lowering the level of exertion required for the job, said Centeno.
There are tangible injury risk factors associated with any type of manual labor. With hand tools, injury can occur from exertion through gripping, squeezing, pushing, pulling, twisting or manipulating, according to Centeno. There is no "ergonomic tool" per se - an ergonomic tool is application specific, he said. Ergonomic principles should guide design, selection, installation and use of the right tool for the correct application, while keeping in mind that different people have different physical traits.
Wrist posture is an important element to consider since deflection of the wrist from its natural position can cause a reduction in grip strength and increased pressure on the tendons and nerves that open and close the fingers. Snap-on has developed a "Pistol Grip" platform of tools to reduce wrist deviation, he said.
The benefits of ergonomics in product design include maximized performance, enhanced work quality, minimized physical stress and reduced fatigue, which all work to increase technician productivity. The consequences of using the wrong tools include increased risk of accident or injuries, cumulative trauma disorders, fatigue, or operator dissatisfaction.
The disadvantage of ergonomically designed tools is that professional automotive technicians must change the way they approach tasks. "Using the right tool for the job means working smarter - not just faster," Centeno said. "It may be difficult for some technicians to adapt to ergonomic changes in designs that have been around for years." Comfort, health and performance levels can increase by choosing tools that reduce the level of fatigue.
Future trends include more extensive use of cushion grip handles to provide a comfortable, slip resistant surface; handle shapes that improve hand clearance to protect from hot or cold surfaces; handle shapes that contact more of the natural contour and surface area of the palm; handle shapes that reduce deviation of the wrist from the neutral position; and spring loaded features on plier-type tools, according to Centeno.
Frame Machines
The popularity of sport utility vehicles (SUVs) and pickup trucks has led to modifications in frame machines to accommodate clamping these larger vehicles. "They require a specific type of clamps," said Larry Carter, president, Car-O-Liner. "Sport utility and full-frame anchoring packages are now being offered." The latest anchoring packages are designed to reduce set-up time and increase accuracy in repairs. For a significant repair job, the anchoring packages can cut a technician's time "more than in half," says Carter.
Addressing the repair of SUVs and trucks is two-fold. Bob Besse, marketing manager, Chief Automotive Systems, says in addition to anchoring, it's also a matter of the pressure that comes off the hydraulics. "It's important that the rack pulls with enough power," said Besse. Electric over hydraulic vs. air over hydraulic frame machines offer shop owners options when it comes to productivity. Electric over hydraulic costs a bit more, but also allows the technician to pull several towers at once.
Another advancement in frame machine technology is the addition of automated hydraulic clamping. Kenny Alward, national sales manager, Brewco 360 Collision Repair Systems, estimates that automated clamping systems can reduce set up time by 75 percent, through a number of advantages: no jacking the vehicle, no tightening of bolts, no stripping of bolts, no chance for a vehicle to slide in pinch weld clamps, no releasing of bolts, no jacking of vehicle to unload, and no heavy pinch weld clamps to deal with.
"The future for shops and equipment is speed and accuracy," said Alward. "The shop that can arrange their equipment in a manner that enhances production, while supplying their employees with the fastest and safest tools will win."
"As the hunt for technicians intensifies, employers will have to fight to keep their employers happy," says Besse. "Look for increased flexibility in the capabilities of future frame machines."
Computerized Measuring Systems
Computerized measuring systems were first introduced to the collision repair market in the early '90s. The systems help identify the full extent of the damage by measuring reference points with a high degree of documentation, and checking dimensions against vehicle specifications to restore it to pre-accident condition.
The products on the market use various technologies -- laser, ultrasound or an electronic probe arm -- to locate and enter the position of control points on a vehicle. Although these technologies haven't changed since computerized measuring systems were first introduced, there have been software refinements and "help" features added to the product.
Most computerized measuring systems used DOS-based software when they were first introduced; today, the systems use Windows-based software. For greater durability and storage capabilities, most companies now offer the vehicle reference and dimensional data and charts in CD-ROM format, as opposed to diskettes.
Bob Besse, marketing manager for Chief Automotive Systems, said Windows software makes it easier for technicians to use the product, however, the shop may have to make hardware changes to use Windows. Most recently, Chief developed an optional software package that allows a technician who is viewing vehicle measurements on the screen to talk in real time to a technical expert at the company. This feature is designed to help and speed the repair process.
According to Larry Carter, president of Car-O-Liner, refinements made to the company's product now allow the user to print full or partial pages or enlarge a specific area. "Overall, we're making it easier to use, speeding the process and making it more accurate, which is critical with the lower tolerances today," said Carter. Upper body measuring data is the latest feature added to the Car-O-Liner product. Carter said that the additional software features and data have been provided to the shop at no extra cost.
Neil Illiano, Dataliner's marketing director, said the company's automated measuring system, which was introduced three years ago, uses Windows-based software and has been designed for those without a great deal of computer experience. Illiano differentiates his system from the others because of its automated feature, which allows the technician to set the system up around the car, activate the computer and the measuring process will take place automatically.
When computerized measuring systems were introduced, they helped increase productivity and accuracy in collision repair. Today, some of the larger shops are using the systems as marketing tools. "They [shops] can show customers a report that their vehicle has been repaired within tolerances, and show the insurance companies that their shop is capable of quality repairs," said Besse. In addition, reports generated by the system may also be used as documentation to obtain insurance company approval for supplements to the estimate, said Besse.
Collision Estimating Systems
Collision estimating systems were originally designed for DOS or proprietary operating systems. These systems have since been changed to operate on a Windows platform. Mike Milliken, senior director for Mitchell's Total Estimating Solutions, said the advantage to Windows is that the shop can use it for estimating, as well as for other business applications on the market such as Microsoft Office or spreadsheet programs. The disadvantage is that moving from a DOS system to Windows may require the shop to buy new hardware and incur expenses for additional training.
Milliken sees a trend and more emphasis being placed on ease of use. "Estimating systems are 'feature' rich, which doesn't always mean they are easy to use," said Milliken. He said that Mitchell is also adding work flow enhancements to the product to help the user manage other business tasks.
The industry standards in electronic commerce that continue to be developed by the Collision Industry Electronic Commerce Association (CIECA) will simplify the data exchange process between the collision shops and insurance companies. "As the Estimating-Management Standard (EMS) starts to be implemented and as insurers embrace the Internet, opportunities will be opened. Data will be in a standard format and shops will be able to use one system to work with any insurer," said Milliken. He predicts that with electronic transactions, the fee shops pay to receive an assignment and the fee they pay to receive the completed estimate to start the repair process will be reduced.
Pam Swingley, ADP's director of marketing communications, also hopes that the CIECA standards will have some impact and ease the data exchange process. She said that in the future, the company will offer management software for shops to use in conjunction with ADP's estimating system, which operates on a Windows platform. The company is also working to better integrate its estimating and imaging systems for greater ease of use, especially with the recent growth and interest in imaging. "The biggest thing now is imaging," said Swingley. "It allows a digital or video image of the damage to be attached to the estimate and electronically sent to the insurance company for approval," she said. This helps to establish more efficient communication between the shop and insurance company and the end result is improved.
Refrigerant Recovery And Recycling Equipment
The increased use of alternative refrigerants, the rising costs of R-12 and a growing need to have more sophisticated equipment are driving current trends in the development of new product technology for refrigerant recovery and recycling equipment and in how the technology is being used.
One of the biggest trends with recovery and recycling equipment has been the merger of R-12-only and R-134a-only units into combination units, according to Mark Pfleeger, product manager for Robinair. Instead of needing two pieces of equipment to perform A/C service, shops can have one piece of equipment to perform service for both R-12 and R-134a. The internal components in these combination units are shared by both refrigerants, according to Pfleeger, which is possible without contaminating recovered refrigerants because the equipment has a self-cleaning mechanism to flush out refrigerant.
"With shops seeing the transition [from R-12 to R-134a], if they have a dual unit, they can dedicate it to either one or another, or use it for both," said LeeAnne Perkins, manager of marketing communications for Robinair. For new shop owners wishing to perform A/C service, dual units allow them the choice to only have to purchase one major piece of equipment for recovery/recycling service, said Pfleeger.
Other new features added to equipment have been designed to help shops better monitor A/C service operations. "We're trying to get more sophisticated in the way we handle refrigerant," said Mike Tranchina, president of Fluoro Tech Inc. "One machine is controlled by a microprocessor; we track all refrigerant used in the system." The machine records how much refrigerant has been recovered, how many jobs have been performed and how long each job has taken. It's becoming more important to track how much refrigerant is being recovered, especially due to the rising prices of R-12, said Tranchina.
One of the company's machines also will print out a receipt for the service performed on a vehicle to attach to the invoice for the customer, said Tranchina.
Most equipment currently on the market is extremely manual, and a current trend is to make new equipment easier to use. Some new machines have more automation in their features, such as automated internal valves, that take some of the burden off technicians when performing refrigerant recovery and recharging. Another new feature includes the ability to charge refrigerant by using the compressor. This "power charging" mechanism requires no intervention during charging as the compressor pumps refrigerant into the car, said Tranchina.
Despite some changes being made, others in the industry see less significance in the technological changes occurring as compared to the way in which the equipment is being used. "To some extent, there's not a whole lot of technological change today [in recycling equipment]," said Wayne Strout, president of RTI. "However, the way it's [equipment] being used is changing."
R-12 recycling equipment is required under federal law for shops that perform A/C service. Since the price of R-12 has increased, it has become increasingly important to use that equipment properly to avoid contaminating current supplies of R-12, according to Strout.
The major breakthroughs taking place with recovery/recycling equipment are not technological changes, but are more so on regulatory issues, according to Ken Adams, national sales manager, equipment and accessories group, for Technical Chemical Company (TCC). In a February meeting, Underwriters Laboratory (UL) established a proposed standard stating that recover-only equipment, accompanied with various adapters, could be dedicated to more than one EPA-approved refrigerant. "That has been the breakthrough," he said.
UL also agreed at the meeting to discuss the possibility of establishing a standard for the recovery and recycling of refrigerant blends, according to Adams.
Regulations are typically not up-to-date with the technology, but changes in regulations are becoming possible because of acceptance of using existing technology on new products. "We see the EPA, UL and equipment manufacturers working together to come up with practical solutions for challenges that face the A/C dealer," he said.
On the issue of alternative refrigerants, "The current thinking or mindset has been one piece of equipment for one refrigerant - I see that changing," said Adams. He envisions that it will eventually be legal to dedicate one piece of recovery or recovery/recycling equipment to multiple refrigerants.
As for the future of recovery and recycling equipment, it depends largely on the success of R-134a and other blends. "Blends and alternate refrigerants are real questions at this point," said Pfleeger. "We're waiting for SAE to develop service port adapters to eliminate the possibility of cross contamination." In addition, UL and SAE have not defined standards for alternative refrigerants, which adds to the uncertainty.
Alternative refrigerants may force shops to invest in more equipment, according to Strout. "There is the possibility that shops may have three machines, maybe four." Shops will need an R-12 machine, and R-134a machine, and it's likely that alternative refrigerants will be out there, he contends. Strout added that the shop will need either different machines dedicated to each alternative refrigerant it services, or will have to use a recovery machine with several fitting connections for each refrigerant recovered. Shops may even need a machine dedicated to recover contaminated refrigerants once they've been identified, he said.
Another major problem in the industry is in the servicing of refrigerants because there are not enough repair centers performing A/C service, according to Tranchina. This has led to a new trend in equipment design - new machines designed to be simpler to use, and that offer simple diagnostics to pinpoint problems within an A/C system. In conjunction with technical support from the equipment manufacturers, technicians are becoming better equipped to diagnose A/C problems and provide options to consumers without having the vast knowledge of A/C repair required by more manually inclined machines. This should allow more shops to offer A/C service where it has previously been difficult to do so because of the high level of expertise required to do basic A/C service with older, less sophisticated machines.
More sophisticated equipment is needed even for high-end A/C technicians because of increasingly sophisticated technology in new vehicles. "I think the trend the market will demand is having machines more reliable and easier to use," said Tranchina. "Technicians are bombarded with more sophisticated vehicles, and need more sophisticated equipment."
Refrigerant Identifiers
The most significant technological change occurring in refrigerant identifiers is the ability to accurately record air in R-134a and R-12, according to Gary Halpern, vice president of sales and marketing for Neutronics, a manufacturer of refrigerant identifiers. The reason it's so important is that many more new cars now on the road carry R-134a, and "air is less forgiving in R-134a than in R-12," he said. "Anything more than 2 percent air [in cars] causes performance problems."
Air is one of the main culprits in contaminated systems and is the largest contributor to the contamination problem, according to Mark Pfleeger, product manager for Robinair. New cars use R-134a systems that are smaller and use less coolant, and compressors have less tolerance for contaminants, he said. Because of this, air contamination poses a greater threat in newer vehicles, which has spurned a greater interest in utilizing identifier technology to detect contamination.
"The ability to diagnose air will save troubleshooting headaches [for technicians]," said Halpern. Currently, the only tool to measure head pressure is a pressure gauge set. New identifiers not only recognize that a refrigerant is contaminated, but can break it down into components to determine the source of contamination. "If you know what the source of contamination is, technicians can solve the problem faster and better," he said.
In addition to identifying air, Neutronics is currently making an identifier that will identify refrigerants by the four different refrigerant types, according to Wayne Strout, president of RTI. And, this new equipment has special expansion chambers whereby technicians can identify refrigerant in its liquid state - current identifiers only identify from air refrigeration, he said.
Identifiers are a relatively new product, and new product technology will depend in a large part on what happens in the marketplace, according to LeeAnne Perkins, manager of marketing communications for Robinair. "The identifier issue is being driven by blends and alternate refrigerants - what's happening in the marketplace," she said.
The equipment market will change drastically contingent upon how the alternative refrigerants are accepted into the refrigerant market, said Arnold Mislang, customer service manager for TIF Instruments Inc. "The more flexible a system [identifier] is, the better it will be." He defined "flexible machines" to mean those that can analyze several refrigerants, thereby avoiding the burden of having multiple identifiers. Machines that identify multiple refrigerants have been developed by some companies, and more will be developed as alternative refrigerants gain market share.
On the future of identifiers, Pfleeger said, "Blends are putting a unique trend on our entire identifier focus. The more the alternative refrigerants are introduced, the more important it will be to identify what you're using before attaching components [to A/C systems]."
Market acceptance of identifiers has increased dramatically in the past year. Last year, identifiers were relatively new and sales were limited, said Pfleeger, but added that sales this year have "really taken off."
The increased demand for identifiers can be attributed to various factors. One of those factors is the cost of R-12. "With the increasing costs of refrigerants, the technician is more and more aware of what goes into the [recovery/recycling] machine," said Pfleeger. Technicians want to make extra sure not to contaminate their supplies of R-12 because of the refrigerant's high costs, and this has increased the need for identifiers.
"I see a new generation of refrigerant identifiers," said Ken Adams, national sales manager, equipment and accessories group, for Technical Chemical Company (TCC). Currently, identifiers are limited in scope, he said. He added that identifiers will be able to identify compounds in some of the blend refrigerants, including the percentages of air and hydrocarbons.
"I think identifiers will help clean up the market," Halpern said. He thinks the most current technology is adequate, and added that new technological changes are not necessary for identifiers. "Identifiers are loaded with features for today's and tomorrow's needs," he said.
Infrared Heating Devices
Manufacturers are refining the technology used in infrared heating devices as they compete to produce a better paint cure. Current infrared systems don't replace oven cures for total body sprays, but they do provide a cost efficient method of curing paint for smaller areas, such as panel repairs. Infrared systems provide a fast, even cure - ideal for high solids and waterborne paints that take longer to dry. Drawbacks of infrared devices include blind spots due to shadowing, limited or small cure areas and price.
"The cost of an infrared arch has been the main reason for limited sales," says Peter L. Phillipson, technical sales manager, Edwin Trisk Systems. However, this could change, according to Phillipson, with the introduction of larger, more affordable in-booth systems.
Another advancement in infrared technology is the introduction of thermal sensors designed to control temperatures throughout the cure. Combining advanced technology with user-friendly features, such as timers, makes this equipment an asset to shop productivity.
The use of infrared in collision repair shops has expanded in recent years, says Mike Bertrand, product manager, IRT Systems. "In the early days, infrared was definitely a tool for the prep area for use with primers and fillers. Now, with a general acceptance of the technology throughout the industry, shops are using it for topcoats, clearcoats, waterbornes and high solids," Bertrand said.
Expect new designs in infrared technology to increase the area of cures for a wider range of applications for each unit. "And in conjunction with infrared, it is likely that air moving systems will also be introduced to assist the drying of waterborne basecoats," said Phillipson. "Color compensators are also likely to be seen, as they give uniformity in curing times by increasing or decreasing voltage through the infrared emitters, depending on what color is being cured."
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AutoInc. Magazine ®, Vol. XLV No. 5, May 1997