Brian Lindenmeyer is a solutions consultant at International Business Systems (IBS), a global enterprise resource planning/warehouse management system/supply chain distribution system provider. He discusses the use of data analytics among automotive OEMs, and how that can impact the aftermarket.
The aftermarket parts supply chain is rife with challenges, including the difficulty of storing, moving and tracking countless numbers of parts, every one of them crucial to the completion of a maintenance or repair job.
In the roles I get to play as chairman of ASA, a trustee for NATEF, board member of NASTF, teacher, and most importantly in working in our repair shop, planning the next steps are my favorite part of the job.
For example, we’ve heard about the promise of electric vehicles (EVs) and hybrids taking over for the past couple of decades. In reality, in Q2 2015, EVs and hybrids accounted for just 1.5 percent market share of vehicles on the road.
Africa, Latin America and the Middle East are growth areas for the global automotive aftermarket, according to members of the Overseas Automotive Council (OAC) of the Automotive Aftermarket Suppliers Association (AASA).
Congress returned from its August recess with at least two Senate bills with aftermarket components awaiting further action. One of those bills deals with highway transportation, the other with energy.
Once you make such a rule how do you actually get it to result in a reduction of ozone? First, you have to identify the means of reduction and that is the reason for writing this column; to let you know what is almost certainly on its way.
In the global marketplace the top emerging markets for growth is moving from BRIC countries (Brazil, Russia, India and China) to the MINT community (Mexico, Indonesia, Nigeria and Turkey). Turkey, in particular, holds particular opportunity for the automotive aftermarket.
The costs of complying with the new rule on underground storage tanks won't be as onerous for service stations and others in the aftermarket sector as once thought. The EPA in mid-July eased some of the mandates it had proposed back in late 2011.
The original equipment manufacturer (OEM) side of the automotive industry is on the precipice of experiencing what financial analysts call disruption. There are a number of factors at play and shop owners should be paying attention because what happens in manufacturing is going to affect repair shops.
There are approximately 89 million vehicles within the aftermarket sweet spot. To offset the limited number of vehicles that fall within their prime target, aftermarket companies need to understand where these vehicles are located so they can better manage their inventory.
There are a number of ways that vehicles can be hacked but I am going to focus on the method or “attack surface” that hits closest to home for auto repair shops and technicians – your shop’s network and scan tools.
Hardly a day goes by without a story involving autonomous driving, vehicle hacking, privacy concerns, traffic mitigation and more. A major take away from Dr. Juliussen was the rate at which these technologies are becoming mainstream.
The aftermarket distribution system is truly a paradox. It’s built on a costly and inefficient distribution system, but at the same time it has performed beyond comparison with any other industry you can name. And therein lies the problem.
When you’re on the receiving end of a delivery, you don’t really care how it got to you as long as you get what you ordered and it arrives undamaged and on time. However, if you’re a manufacturer or distributor and are responsible for delivering the right goods to the right place on time, you should have a keen interest in the logistics behind the delivery method.