Euclid Automotive Supply, Inc.
823 North Euclid Ave.
Bay City, MI 48706
2012 marks our 49th year serving the Bay City community. We are PROUD to be Bay City's last
independently owned SINGLE location auto parts store. We also enjoy the honor of being Bay City's exclusive AUTO VALUE Parts
8:00-5:30 Monday - Friday
Please check out Page 2 and the Exclusive
Delta College AUT Automotive Program and the ASEP GM sponsored program. Downloadable tool lists!!!
Our 3rd page is dedicated to our seasonal specials and downloadable flyers with our favorite sales items!
We have added a 4th page, dedicated to the AMSOIL synthetic oils, additives and filter lines.
The 3,000 Mile Oil Change Myth
By Bill Siuru, Greencar.com
According to a recent study by
the California Integrated Waste Management Board, 73 percent of California drivers change their oil more frequently than required.
This same scenario no doubt repeats itself across the country. Besides wasting money, this translates into unnecessary consumption
of $100-a-barrel oil, much of it imported.
Using 2005 data, the Board estimates
that Californians alone generate about 153.5 million gallons of waste oil annually, of which only about 60 percent is recycled.
Used motor oil poses the greatest environmental risk of all automotive fluids because it is insoluble, persistent, and contains
heavy metal and toxic chemicals. One gallon of used oil can foul the taste of one million gallons of water.
It’s been a misconception for years that engine oil should be changed
every 3000 miles, even though most auto manufacturers now recommend oil changes at 5,000, 7,000, or even 10,000 mile intervals
under normal driving conditions.
Greatly improved oils, including synthetic
oils, coupled with better engines mean longer spans between oil changes without harming an engine. The 3000 mile interval
is a carryover from days when engines used single-grade, non-detergent oils.
several years, automakers like General Motors, BMW, and Mercedes-Benz have installed computerized systems that alert drivers via an instrument panel light when
it’s time to change oil. As an example, the General Motor Oil Life System (GMOLS) analyzes the engine temperature, rpms,
vehicle speeds, and other driving conditions to calculate the rate of engine oil degradation. Then, software calculates when
the oil needs to be changed. Other systems work similarly.
Because of the
many external conditions and parameters that have to be taken into account, calculating the precise maximum service interval
using mathematical models alone is difficult. Now, Daimler AG has developed a more direct and precise way to monitor oil quality
directly on board a vehicle.
Daimler uses a special sensor integrated into
the oil circuit to monitor engine oil directly. Oil doesn’t wear out, but rather dirt and impurities cause oil to lose
its ability to lubricate properly, dictating the need for a change. Daimler uses the oil’s “permittivity,”
that is, the ability to polarize in response to the electric field. If the engine oil is contaminated by water or soot particles,
it polarizes to a greater extent and its permittivity increases.
the quality of the oil, permittivity is measured by applying an AC potential between the interior and exterior pipes of an
oil-filled sensor to determine how well the oil transmits the applied electric field.
Because not all impurities can be measured with sufficient precision via the electric field method, Daimler also
measures the oil’s viscosity to detect any fuel that may have seeped into the oil. Daimler researchers measure viscosity
while the vehicle is in motion by observing the oil's side-to-side motion in the oil sump. The slower
the oil moves, the higher its viscosity. This movement is registered by a sensor and the viscosity is calculated on this basis.
A single sensor, along with the information already monitored by on-board computers, is
sufficient to determine the various parameters of the engine oil. Daimler will likely use the technology first on its commercial
vehicles. Here, large oil reservoirs mean larger quantities of oil can be saved. Plus, a predicted 25 percent increase between
service intervals and reduced downtime will be of interest to fleets, and thus justify the added cost of installation.
Parts Check-Up list for a Road Trip-ready Vehicle
‘Tis the season for road trips! Probably, most of you are already preparing for this season’s
road trip to any of the fantastic travel destinations, whether across the state or across the country. But before you hit
the highways, you have to make sure your vehicle is in top shape for the gruelling ride to and from your holiday retreat.
Have your car thoroughly checked-up before you hit the road. A tune-up is definitely indispensable before embarking on a long
trip. The following parts need the most attention.
Battery: Do you know that summer heat does more damage to the
battery than the freezing temperatures of winter? For vehicles with traditional, lead-acid batteries, make sure surfaces and
connections between cables and posts are clean. Check the fluid level too. If you’re going to inspect this on your own,
wear gloves and protective eyewear to avoid contact with the corrosive acids and deposits in the battery. Other more modern
batteries will require little or no maintenance since they can handle heavy vibration as well as simultaneous use from vehicle
Fluids: Before you drive off, inspect your vehicle’s cooling system and make sure it is
cleaned and filled. Other important vehicle fluids you should check include engine oil, brake fluid, transmission fluid, power
steering and windshield washer solvent. Your motor oil should be appropriate for the warmer weather as well as towing additional
load such as a trailer.
Engine belts and hoses: Heat can wreak havoc on your car’s engine parts. Cracks and leaks
in belts and hoses can lead to engine breakdown and overheating. There’s nothing more frustrating than an overheated
engine while on the road under the sweltering heat. Replace damaged belts with a new one before you go on your trip.
Tire failure while on the road is not only inconvenient but is also potentially dangerous. Make sure all your tires, including
the spare, are at the proper inflation pressure and tread wear.
Air Conditioning System: Obviously, driving with a busted
A/C system is a big no-no this summer season. Have you’re A/C system checked and serviced by an experienced technician.
All’s well and you’re ready to head off to your summer destination. But wait; do you have an emergency kit
in your car? Foresight and preparedness is the perfect compliment to preventive maintenance. It is highly advised that you
equip your vehicle with an emergency kit including a flashlight, reflective triangles, first-aid kit, warning devices and
a working cellular phone just in case you need emergency assistance.
Top Ten Most Preferred Road
Summer is indeed synonymous with road trips. This year, millions of Americans, including you and me, will probably
kick off the summer season with a trip to some of the most spectacular and popular tourist destinations in the. What are the
vehicles that are most preferred by Americans for road trips? Kelley Blue Book’s kbb.com listed ten current vehicles
that is most likely suitable for road trips and asked shoppers to choose which among these they would most likely take for
a ride this summer season. Here are the results:
Land Rover Range Rover Sport – 16%
Ford Mustang Shelby Cobra
GT500 – 14%
Honda Civic Hybrid – 2%
Chevrolet Corvette Z06 – 12%
Porsche Cayman S –
Volvo C70 – 11%
Mercedes-Benz R-Class – 9%
Toyota FJ Cruiser – 7%
Mazda MX-5 Miata – 3%
The list is composed of an eclectic combination of SUVs, sports cars, fuel-efficient
cars, and luxury sports cars reflecting the wide range of different requirements that each auto owner needs in a vehicle.
Jack Nerad, executive editorial director and market analyst for Kelley Blue Book and kbb.com, says that "To some, cargo
space and passenger comfort matter most. To others, fuel economy is a key consideration, while still others seek the pure
enjoyment of driving. But make no mistake, there are no losers on this list; we'd love to take a long drive in any one of
Tech Tip: “Upstream” and “Downstream” O2 Sensor Geography
Oxygen sensor terminology
can be confusing. Here’s a guide to deciphering it all.
Oxygen sensors are described
as “upstream” or “downstream.” An “upstream” sensor is located near the engine, typically
in the exhaust manifold. A “downstream” sensor is located near the catalytic converter. Though both perform the
same function – measuring the proportion of unburned fuel and oxygen in the exhaust – the differing data points
allow the engine computer to determine whether all of the components in the engine management and emissions systems are properly
That means, of course, that there will always be at least two O2 sensors in any vehicle
– at least those built after 1996, when the emissions regulations requiring oxygen sensors became law.
however, there are more – often as many as four.
Any car with a V engine (V-6, V-8, etc.) will
have two upstream sensors, one for each cylinder bank. These are called the “bank 1” and “bank 2”
sensors. Bank 1 is whichever cylinder bank has the number one cylinder. That’s the one that fires first in the firing
order. (All cylinders on an in-line engine are bank 1.)
The number of downstream sensors varies between
manufacturers and vehicles. One will always be located downstream of the catalytic converter, so that there is a measure of
the converter’s efficiency. But many car makers use two downstream sensors, one somewhat before of the catalytic converter
and the other after it.
Sensors are also described by the number of wires employed: three, four, or
five. Because O2 sensors don’t function properly until they reach an operating temperature of about 600ºF., modern
practice is to electrically heat the sensor so that it functions as soon as the engine starts. How that is accomplished determines
whether three or four wires are used. The latest technology in O2 sensors, the “wideband” sensor, uses five wires.
You must replace a sensor with one that uses the same number of wires as the original.
Sensors are either
“universal” or “direct fit.” Universal sensors are designed to fit multiple vehicles using the same
sensor “bulb,” the part that sticks into the exhaust. But, universal sensors do not come ready to install. The
electrical connector will have to be assembled first. In contrast, a direct fit sensor is ready to install right out of the
box and simply plugs into the existing wiring.
Which sensor do you replace?
scan tool or code reader will retrieve the diagnostic trouble code set as the result of an O2 sensor malfunction. Trouble
codes are specific to the sensor, so the trouble code will effectively designate the sensor which set the code.