Are Falken Tires Good?

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Are you wondering if Falken tires are any good? Lots of people may have stumbled upon the Falken brand name while shopping around, or were recommended Falken tires by a professional, though not many have heard of the brand before. Falken isn’t a household name like Firestone or Bridgestone, but it is certainly a great choice for anyone looking for quality passenger tires or UHP (ultra-high performance) tires. Falken isn’t new to the business either – a subsidiary of Sumitomo Tires, Falken has been gaining market share in North America since 1985.

Falken can be considered a mid-range choice that offers an attractive balance between quality and price. Currently, Falken boasts an extensive selection of tires, including the race-track inspired Azenis series and the luxury sport FK452 line. In the all-season performance category is the popular Ziex ZE912 which is designed to improve grip, traction, and handling in all types of weather conditions. Those looking for light truck tires can’t go wrong with the Falken S/TZ04, which comes in all of the most popular sizes to fit today’s light trucks and sport utility vehicles.

In addition to their tire inventory, Falken also manufactures wheels for passenger cars, trucks, and SUVs. Falken currently has 19 different models which come in chrome and black coloring to match whatever scheme you’re looking for.

Falken Tire also has interesting plans for the future. As of late 2009 the company has set its sights on developing rugged all-terrain tires, winter performance tires, and premium touring tires targeted at enthusiasts. If Falken can successfully design and manufacture these niche tires, expect them to gain even larger market share in the near future.

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Source by Jared Kugel

Affiliate Marketing For a BMW Accessories Business

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If you plan to establish a business on BMW accessories, getting your own website up and running is a very important thing to consider. There are so many things that you can do if you have an online presence. Getting your BMW accessories marketed can also be made easier online. These days, there are lots of internet marketing strategies that you can actually take advantage of. Like affiliate marketing for example. You only need to pay your partners based from the actual profits their own sites bring in. And since BMW accessories are a known brand already, it would be easy to find affiliate marketing partners that can actually help you out.

You might need a bit of search engine optimization to be able to reach these possible partners. This would mean that you would need to beef up your site’s copy and use the appropriate keywords that could entice people to contact you and try to be your affiliate marketing partner. But of course, you also have to exercise due discretion. You need to make sure that you are only partnering with those that are surely going to be an asset for your business. You need to evaluate what site they have and the traffic that they actually receive from their site. It would help you determine if they can really create a good pool of sales from their visitors.

Then of course, you also need to create a good affiliate marketing program. Highlight the rewards that your partners will be able to receive to entice more possible marketers to join you.

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Source by David J. O.

Do I Have a Blown Head Gasket? – Critical Blown Engine Symptoms

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You’re sitting in traffic, minding your own business, when suddenly you see it: a cloud of white smoke drifting out from underneath your car hood.

Does this mean that you’ve got a blown head gasket on your hands?

Or how about this scenario: you open up the car hood to take a look at your engine, and you notice that the head gasket appears to be slightly warped. Does this mean that you have a blown head gasket? Or should it be considered normal wear-and-tear on a car, especially if it’s an older model?

You don’t need a mechanic to properly diagnose this problem; in fact, if you spot any of these symptoms while you’re driving, then there is a high possibility that you’ve got a blown engine:

Early Symptoms

In order to prevent major motor problems – and saving yourself a surprise bill from your mechanic! – then watch out for some key preliminary symptoms, which arise when the head gasket is about to fail. Your car will occasionally overheat, white smoke will appear from the exhaust and there will be a slight rumbling sensation when your car’s idling.

Blown Engine

If you haven’t caught these preliminary symptoms, then watch out for the big-time signs: your car overheats, your air conditioning blows out hot air or your heater blows out cold air, there are clouds of smoke coming from underneath your hood, your car will roughly shake while idling, or it won’t start at all. In either case, take a look underneath your hood at your engine. A warped or slightly bent surface can easily be fixed by a mechanic for a nominal fee; however, a crack in the block surface will indicate that the head gasket needs to be replaced altogether.

Another major symptom of a blown motor is oil running into your coolant. If your vehicle has been running it is very important to allow your car to cool before you remove the cap of your radiator. This may take 20-30 minutes. Then use a rag to remove the cap. If your fluid looks like chocolate milk, then you definitely have a blown head gasket.

If you engine repair, be sure to take your vehicle to an experienced mechanic with a stellar reputation and customer service.

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Source by Chris M. Williams

Leyland Cypress Tree Spacing Explained

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Correct Leyland Cypress spacing is critical. Target height determines spacing distance. How tall do you need them to grow? If a 14′ row of Leyland Cypress trees will provide the privacy screen you desire, be sure and “TOP” them when they reach that height. Actually, you must let them grow a foot or so taller than the desired height, then just clip off the main trunk, or central leader.

On evergreen trees, they will be finished growing tall, and spend all their energy thickening out. More height above what you need is a disadvantage for several reasons. The first is that if the trees need to be sprayed for Bagworms at some point, and they are taller than they need to be, it will be more difficult.

A second disadvantage is during stress times, like a drought summer, or winter, the tree has to “decide” whether to send the moisture it does have to the upper limbs and truck or the lower limbs, it will always send the moisture to the top growth areas and starve out the lower limbs. Many people say their row of Leyland Cypress was doing fine, then “all of a sudden” this year they started showing brown on the lower needles. This is because the height reached the point relative to spacing that result in stress.

The “rule of fours” is that you space trees so that the target height is no more than 4 times the spacing between the trunks. Example: You need a 20′ tall row to block your neighbor’s house or windows, you could space as close as 5′ on center. That is provided you will follow through, and when they reach 21 or 22′ tall, top them at 20′ height. That means each tree will get the moisture from a 5′ diameter ground area without competition from the tree beside it.

Another advantage is there will be enough room for a strong 5′ diameter root system to secure a 20′ tall tree against the wind. The “zig zag” pattern is a super solution if you can surrender some “width” of your property for the privacy screen. Let’s take another example; a 30′ tall privacy screen.

For example to plant a single file row, you will space 8′ on center, 4 times 8′ spacing = 32′ max target height. If choosing to start with ten’ tall Leyland Cypress trees, they will be 4′ wide at planting time. That will leave them with 4′ of air in between each tree and waiting a long time to close together.

If you plant two parallel rows, with each at 8′ on center, but staggered there will appear to be a tree every 4′ you will have closure much quicker, yet still have the trees spaced for strength and low stress. In this case the first row should be 4′ from the property line, and the second row should be 8′ from the first.

If the planting site is tight on space, you could make the second row 6′ back from the first row. One note is that the appearance of a tree every 4′ is only when you are exactly perpendicular to the row. Also remember a ten foot Leyland Cypress tree may be 4 foot wide at its widest point, but also they get skinnier as they get tall.

In this situation, you still need the 8′ spacing based on the rule of fours, and the” zig zag” pattern will get you closure much sooner than a straight line row. If they decided on 12 foot trees, they would be 5′ wide at the widest point closure would come much quicker.

Trees should be spaced so the target height needed is no more than 4 times the distance between the trunks. If you need a 20′ tall row to block your neighbor’s house or windows, you could space as close as 5′ on center. That is provided you will follow through, and when they reach 21 or 22 feet tall, top them back to 20 foot height.

Two advantages are that: Each tree will receive the moisture from a 5′ diameter ground area without competition from the tree beside it. Another benefit is a strong 5 foot diameter root system can secure a 20′ tall tree against the wind.

The “zig-zag” pattern is a super solution if you can surrender some “width” of your property for the privacy screen. For example, someone needs a 30 feet tall privacy screen. If they use the rule of 4’s, and plant a single file row, they should space at 8′ on center, 4 times 8′ spacing = 32′ max target height. If you choose to start with ten foot Leyland Cypress trees, they will be 4′ wide at planting time. That spacing will leave them with 4 feet of gap between each tree would take a long time to close together.

If you plant two parallel rows, each at 8 foot on center, but staggered so there will appear to be a tree every 4 foot you will have closure much quicker, yet still have the trees spaced for low moisture stress and strength. For this example the first row should be 4 feet from the property line, and the second row should be 8 feet from the first. If tight on space, you could make the second row 6′ back from the first row. One note is that the appearance of a tree every 4′ is only when you are exactly perpendicular to the row. Remember a ten foot Leyland Cypress tree might be 4 feet wide at its widest point, but also they get much thinner towards the tip. In this situation, you still need the 8′ spacing based on the rule of fours, and the “zig zag” pattern will get you closure much sooner than a straight line row. If they decided on 12 foot trees, they would be 5′ wide at the widest point closure would come much quicker. My customers have been temped to let them grow because when they reach the target height, they will look great. That is the precise time to top them, once they get distressed and shed their lower needles nothing will make them green back up. Use and distribution of this article is subject to our Publisher Guidelines whereby the original author’s information and copyright must be included.

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Source by David Watterson

Take Advantage of the Flexibility of Photo Canvas Prints

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A photo canvas print, sometimes also known as a stretched canvas print, is usually printed utilizing one of your selected photos or pictures onto weaved canvas. The actual canvas will be stretched over a gallery quality framework and spacers are applied to guarantee the absolute best quality over the greatest time period. The flexibility of canvas prints and also the capability to add your own personal image causes them to be the most attractive methods to show pictures around the house and even in the workplace.

Family Photographs And Vacation Photographs

Making use of your own photograph or pictures permits you to show family pictures, or images of one’s favourite locations or functions. Canvas prints, printed right on to weaved canvas, have got fantastic colour clarity and remarkable photo reproduction so you’re able to enjoy really clear, realistic photos that may be shown proudly on your own wall. After all, family photos and vacation photos are not the only style of picture you might use either.

Custom made And Existing Paintings

Art work will come in numerous shapes, dimensions, and types. Should you design your own or get royalty free design and use a digital file that contains the image then you can definitely also use your much-loved art work and get this converted to a visually gorgeous bit of wall art work. Stretched canvas is the perfect material for presenting art work, whether it is of photographic level of quality or paint based.

Getting Creativity From Nature

You could think about printing images of one’s much-loved pets, plants, or perhaps your cherished car or truck. A lot of canvas printing businesses could help you with any kind of digital picture, although normally, the bigger the required canvas the greater quality and the bigger the image need to be to start with; this can help to make sure that you obtain the absolute best results once the canvas is fully gone.

Motion picture And Sporting Collectibles

Maybe you have your favourite film celebrity or sports personality? Find a very good photograph of them, copyright laws permitting, and get this printed on to a big canvas – fantastic for your home theatre or home fitness space. Perhaps movie or sports collectibles could be transformed into unbelievable looking canvas prints. Measurements differ substantially from smaller sized 35cm canvases up to noticeably bigger versions which measure several metres in width. Even so if you plan to but a canvas you’ll be able to choose the correct size and dimension to suit your needs.

Giving Canvas Prints As Presents

Image canvas prints not just are excellent bits of wall art work for your house. They may be presented as presents to other people or they may be utilized to help customise any kind of space and definitely help to make that space your own. Opt for a photograph or graphic that is certainly highly relevant to the area, the recipient, and any design theme that you wish to stick to and find the photography and select the proportions to suit.

Some other Photo Gifts

Along with canvas prints, you will find there’s wide array of additional photo gifts and photo items which could be customized to feature your own selection of picture. Additional photo items which work nicely in your home include photo blocks, that are fundamentally the modern-day equivalent of a framed image, along with stuff like folding screens, roller window blinds, as well as customized wallpapers. They could also assist add colour and character in any room of your house and even your work.

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Source by David Dobson

What is a Chassis Dynamometer?

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This article is the second in a series of three articles highlighting the basics of dynamometer testing. In this first article, “What is an Engine Dynamometer,” we reviewed the principle components of the water brake engine dynamometer and how they work. In this article we will look at the principle components of the chassis dynamometer (also known as a dyno).

A chassis dyno is a tool that lets the operator safely place a controlled load on a vehicle. With the use of a dyno, a vehicle’s primary power train components, including the engine, transmission, and differential as well as vehicle components such as the braking, cooling, and electrical systems, can be properly operated throughout a vehicle’s power and speed range. Deficiencies or errors in the assembly of the engine may be discovered before the vehicle is driven and a thorough assessment of the operating condition of the engine can be carried out. Basically the dynamometer is the last test of quality before a vehicle is put into service.

Chassis Dynamometer Construction

A chassis dynamometer has three major components: the roll set, the absorption unit, and the torque indication system.

Chassis dyno roll sets come in a variety of diameters depending on the application. An automotive chassis dynamometer will typically have smaller roll sets, while a large truck dyno will have a larger set. These dyno roll sets are placed in a specially designed frame and are either coupled directly to the dynamometer absorption unit or to a belt drive system. Dyno roll sets are available in both fixed and adjustable width versions which can accommodate a variety of wheelbases for testing multiple vehicles on a single machine.

The characteristics of a water brake absorber when used in a chassis dynamometer are very similar to an engine dynamometer. In addition to water brake absorbers, chassis dynos can also be equipped with eddy current and AC regenerative absorption units. An eddy current absorber uses electrical current to produce a load. Eddy current dynamometers require an electrically conductive core, shaft or disc, moving across a magnetic field to produce resistance to movement. Available in both air cooled and liquid cooled applications, eddy current chassis dynamometers provide quick response rates. Most eddy current absorbers use cast iron discs, similar to vehicle disc brake rotors, and use variable electromagnets to change the magnetic field strength to control the amount of braking.

Much like a water brake absorber, the housing of an eddy current absorber is restrained by a torque arm within the chassis dyno assembly that is connected to a load cell. AC regenerative chassis dynamometers use an electric motor/generator that is not only capable of assisting with bringing the vehicle’s drive wheels up to speed and act as a motoring chassis dyno, but is able to put power absorbed by the generator function back onto the electrical grid that powers the dynamometer.

In all cases, the absorption unit is restrained using a torque arm that is connected to a load cell. The force with which the stators are trying to rotate is measured by the load cell. By measuring the distance from the torque arm to the axis of the absorber, the amount of torque can be measured.

Torque = force x distance

So if we measure the speed, the amount of horsepower can be found with this formula:

HP = (torque x rpm)/5252

Chassis Dynamometer Operation

A vehicle or chassis is driven onto a chassis dynamometer and the vehicle is secured using straps or chains typically provided with the dynamometer system. The vehicle then performs a series of tests that mimic the operating conditions the vehicle would face during its intended use. These tests can be performed by an operator either inside or outside of the vehicle, or through an automated test depending on the control system supplied with the chassis dyno.

What makes up a Chassis Dynamometer System?

The chassis dynamometer itself is only one element of the overall chassis dyno system. In general, a dyno system consists of a chassis dynamometer plus a fuel measurement system, a room exhaust system, and a data acquisition and control system.

Fuel Measurement System

Fuel measurement systems are designed to monitor engine efficiency during a power run. A typical chassis dynamometer fuel measurement system works by initially measuring the total volume of fuel inside the storage tank prior to a test run. As a test run is performed, the system automatically calculates the amount of fuel being used and displays the monitored information on the dynamometer’s data acquisition system.

Room Exhaust System

The two most common types of room exhaust systems are hood and pipe systems. Hood systems are preferred because direct connection to the engine or exhaust system is not required. Hood fans pull make-up air into the room containing the dynamometer and removes both engine and room exhaust. Pipe systems can be powered by a fan to remove engine exhaust. When using a pipe system, a separate fan-powered room air exhaust system is necessary to pull make-up air into the room and to discharge heat, smoke and fumes.

Data Acquisition and Control Systems

Generally a dyno controller contains the dynamometer system’s temperature and pressure sensors. These sensors are contained within an industrial cabinet and are provided with quick disconnects. Data is gathered from the temperature and pressure sensors, and in many cases an ECM, and are merged with speed, torque and power measurements from the dyno and sent to the dynamometer system’s computer.

The computer in a data acquisition and dynamometer control system interfaces with the controller and the dyno and executes all of the embedded control operations. It’s also where new tests are run and reports are created, printed, and stored.

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Source by Sarah Simmons

A Quick History of Stainless Steel Jewelry

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Steel jewelry popularity today can be directly tied to its hardcore properties which allow it to be practicably indestructible. It is the Superman of all metals. Stainless steel was discovered between 1900 and 1915, but there were efforts to collect the metal dating back to 1821. While experimenting with metal alloys and their resistance to most acids, they came across a new combination that produced steel.

In order for this to be done, chromium must be used. A Frenchman named Berthier studied the iron matrix and the effects chromium had on it. He found that at least 10.5% chromium must be used to make the metals more durable. Later in 1872, another Frenchman named Brustlein figured out that carbon (at least .15%) had to be mixed in with the chromium and iron to produce stainless steel.

At first, steel was mostly used for industrial items, such as car grills, appliances, railways, vehicles and plenty of other commercial items. Later, jewelers began to see the value steel pieces could bring for those looking for everlasting jewelry. In 1847, steel jewelry came in the form of watches. They were created by the Cartier dynasty in Paris, France, which was founded by Louis-Francois Cartier. These wristwatches were created for their men’s jewelry line.

People began to see more trends in the stainless steel jewelry realm as the years went on. In the 1980s, steel bracelets, steel rings and earrings were becoming readily available, among other pieces. The popularity of the stainless steel wristwatches, which were known to last a very long time, may have influenced the growth of steel in jewelry fashion. Not only are jewelry made in steel fashionable pieces, but they are recommended by doctors to patients who have allergic reactions to nickel, which can be found in sterling silver and gold lower than 14k.

Stainless steel is often compared to gold because the two are last long and are exude style. Of course, stainless steel jewelry over-lasts gold because it is immune to a lot more elements including time itself. Jewelry collectors looking for a non-mainstream look have chosen stainless steel rings and bracelets over sterling silver and gold. Compared to sterling silver, Steel has a darker silver-gray color. More and more people are beginning to lean more towards steel, especially in men’s jewelry. There are various types of steel jewelry finishes, such as hot rolled, cold rolled, brushed, reflective, mirror, bead blast, heat colored, satin, course abrasive and bright annealed. They are classified under different types, which are numbered series between 100 and 600.

There are more jewelers selling steel for women and men’s product lines, containing bracelets, rings, necklaces, watches, anklets and earrings. Stainless steel is more popular than mainstream metals because of its lifetime guarantee. Steel is by far one of the most sought after metals, not only in the jewelry industry, but in the housing, construction, decoration and other industries that require long lasting materials.

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Source by Jansen Davis

How Are GPS Systems Useful?

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The GPS tracking systems have been very useful for people to find their way on land and on water, in keeping track of people, vehicles, pets etc, in scientific studies, for map making, land surveying and countless other commercial uses. Everyday new applications are being found for the amazing NAVSTAR GPS commonly known as GPS systems.

Bascially you need a GPS receiver to receive and decode the signals that are continuously being sent by the 24 satellites orbiting the earth. The GPS system has been designed in such a way that any point of time your GPS receiver on earth receives signals from at least 4 satellites. This is essential for to determine your exact location on Earth.

GPS Systems Applications:

There are wide variety of GPS receiver models available suitable for a variety of applications. The US troops used this during the Operation Desert Storm. Now, imagine if they could find their way in the featureless, hot, empty deserts of a foreign country what you can do with your GPS system in your own city or country. You can hike and bike to remote locations and not be worried about being lost with a GPS receiver in hand.

Car GPS Systems:

The GPS systems for cars can be loaded with maps of the cities and countries of your choice and you can easily navigate and reach your destination with out having to stop and ask for directions. The car GPS systems are the most popular and widely used application of the available GPS systems. The GPS systems for car come with features like – maps, traffic information, places of interest – like shopping malls, gas stations, a local McDonalds, FM radios, local gas prices, accurate road trip information, entertainment and emergency road side assistance and much more. You can choose a car GPS system that suits your needs.

People GPS Tracking Systems

There are GPS systems for kids and also for elderly people. These tracking devices once strapped on these individuals continuously send you signals about their location. So you can easily trace them where ever they might wandered off to. Be it your old dad or your over-active toddler.

GPS Tracking Cell Phones

Want to locate your wife lost in a new city during Christmas shopping?- use your cell phone GPS tracking device. You could use the GPS feature on the cell phone to track her down! Many mobile phones come equipped with GPS devices.

Recently, a transplant patient who was in a concert and could not be reached by the hospital (the family’s mobile phones were switched off) was eventually located as his mother’s phone had a GPS device embedded in it. Emergency services tracked them down and got them to the operating table within a short time. Time is of essence in transplant cases and organs that match a particular patient are rare to come by. GPS saved the day in this case and life of the patient literally. This potentially life saving feature will in the near future be part of all mobiles phones. A recent law will soon require all mobile phones to have this device, so you can be tracked anywhere and located in case of an emergency.

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Source by Vanessa Jones

How to Remove Stains in Leather Seats

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You left the car window down or the sunroof open and there’s a water stain in your car’s leather seat….or your girlfriend spilled here red wine in your leather car seat on a night out on the town….or your kids decided they were a soon to be artist and tried their techniques out on your leather car seat with a pen, arrggg. Got kids myself, so feel your pain. Stain removal in leather seats can be tough, here’s a few tricks to help get you going.

As a professional leather repair specialist I’m here to tell you that there are not to many products that can be used on a leather car seat that won’t remove the finish before removing the stain. Most leather in today’s cars is a finished leather with a water borne urethane leather dye applied to it and is pretty susceptible to chemicals and can be removed pretty easily with a solvent cleaner. So when in doubt call a professional.

Water stains in Leather Seat….this is a pretty hard one to get rid of. I recently had reader send me an email on how he could get the water stains out of his car after leaving his sunroof open. This part is kinda for him considering I think I lost his email with pictures, I did get to see them though, so not all was lost. The pictures showed a crease that ran along the middle of the leather seat where the water had puckered the leather. In this type of situation there are two things we could do, one is sand the crease out and with some fillers and dye make the seat new again, this is where a leather professional comes in to play, or replacement of the section that is creased, that’s where an upholstery shop comes in. In these type of situations there aren’t any leather conditioners or cleaners in the world that will remove a creased or puckered leather, what happens is the actual structure of the fibers in the leather have been altered and what you see is what you have.

If the water hasn’t puckered the leather and has just left a stain, a little trick I learned from my good friend Dwain Berlin with Leather Craft Secrets, and you go to your bread box in the kitchen for this one. Take a piece of bread and roll it up into a ball and rub and blot the area with the bread ball, works pretty good. Dwain has a lot of great advice for leather care, and if your interested in some great fun with leather go check out his book, it’s quite impressive and I myself learned a few things.

Most of the time water will just evaporate and with no problems and the stains will disappear. If your car leather gets wet dry it as best you can with a towel and then condition it with your Lexol Conditioner. One way to dry the cars leather is by leaving the windows down and setting it in the sun to dry, or crack the windows and turn your car on with the heat on full blast and let it run for about 30 minutes. I’m not real hip on that one cause it’s a waste of gas but it does work to dry things out better. But always condition, some rain waters are pretty dirty and harsh and the leather needs those extra nutrients to keep it soft.

If the stains are just too bad then new leather dye is the only way to bring it back then call your local leather professional like me to come and make it new again.

Mold Stains in Leather Seat….Or mildew which ever. This one kinda goes along with the water stains. Take and mix a cup of water and a cup of rubbing alcohol and mix them together, take a towel and rub a small amount of the solution onto the stained areas, until the spot is gone, again watch for dye lift, this trick works pretty well and usually removes the mildew pretty quick without dye removal.

Food Stains in Leather Seat….This one can be an easy one if you just don’t eat in your car, but I’m just as guilty as most and eat on the run. A mild dish soap and warm water with a rag or scotch brite pad will do the trick in most cases. Most automotive leather is finished and food stuffs usually will wipe right off. If you run into a stubborn one though try a little all-purpose degreaser on a rag, don’t rub too much or dye may lift. If the stain on your leather car seat from food doesn’t come up with this then the dye from the food has penetrated the fibers of the leather and has dyed it, so it’s time for a professional leather dye job.

Aniline leather or NuBuck leather is a different story though, thats the soft stuff you see as an inserted piece usually in the middle of the seats. You can use the soapy solution but water spots sometimes show up, so a special cleaner works best for this kind of leather. One I suggest is from the guys over at Leather Magic, they have a NuBuck Leather Care Kit that is the answer to all your NuBack needs. This kit includes cleaners and conditioners for the soft stuff, this type of leather is delicate and should be treated as such. Don’t use your usual leather cleaners and conditioners on this type of leather due to fact of the oils in them will damage the look of the leather, then no more soft feeling NuBuck, so definitely check out Leather Magics NuBuck Kit.

Ink, Marker, and Crayon on Leather Seat….Urgent!!! Get to it as soon as you can! If the ink is fresh you have a better chance of removing it from the leather then not. Rubbing alcohol, with a little bit of acetone added will sometimes get it. I’ve heard of hairspray, tried it with not much luck. Usually when an ink pen and leather come together they marry and don’t split to easily. Ink is a dye and is made to penetrate whatever it comes into contact with. Most ink spots I’ve ran into I’ve usually had to dye the leather to cover the spot.

Crayon on a leather seat can be a booger if it’s melted in the seat, you can try this but be careful not to burn or pucker your leather. Take an iron and a paper towel and lay the paper towel over the crayon and with a low heat rub the iron over the paper towel over the crayon. The crayon will melt into the paper towel, move the towel around to clean spots until the crayon is gone, a little of rubbing alcohol should remove the remaining. This trick works on carpet and cloth too. If they’re just marks on the leather seat a little soap and water should do the trick or even a little rubbing alcohol on a towel works good to. If all fails there is a product from Protective Products Corp. that is all natural with no solvents that will remove crayon and lipstick it’s called Solv-It, but just like anything try a spot in an unsuspecting spot to see if it removes dye.

One last trick that I’ve read about around the net and am in the process of testing it, but it the Mr. Clean Magic Eraser, they do work around the house, so why not the car too. I’ve removed crayon and marks on my walls before with them, I do notice it take a little paint with it though, but they do work. If you use one, be careful and don’t go ape sh$#, rub it then look, rub it then look, they will remove dye, so when using it take your time and check it as you go.

Sweat Stains in Leather Seat ….Salt stains from sweat can be pretty gross looking, but there is a little trick. Take and make a solution of 3 parts vinegar and one part water and wet a towel and rub the area clean, the vinegar breaks down the and helps to remove the stain.

Paint on Leather Seat….Paint removal on a leather car seat, well that ones a hard one. If it has dried it’s probably there to stay. If it’s a water color, just use soap and water to remove it. Latex house paint, you can try a little Goof Off but keep in mind this is a solvent and can damage the leather seat and remove dye. I have in the past been able to take my pocket knife and scrape it off. Wet the area first with a little water and lightly try to lift the paint off with your knife or even a razor blade, but don’t cut the leather. Mostly though this really doesn’t work without removing the dye underneath, but I have had luck sometimes. If its car paint, try a little paint reducer on a rag, but just wipe lightly and don’t soak the area with the reducer. Solvents and leather seats just don’t mix.

My best advice to all when it come to stains in your leather car seats, and that is to be conscious of what you do, try to keep our little Picasso’s pen free, keep our food out of our cars, roll the windows up and sunroofs closed, and always remember to treat the leather with your Lexol Conditioner on a regular basis, this helps to keep the leather car seats protected and soft and makes it easier to get the spills and accidents from turning into disasters.

But always remember that we leather repair professionals are here to save those leather car seats and bring them back to there original state. If you have any questions don’t hesitate to contact me for all your leather repair needs.

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Source by Michael N Warren

Calculating Car Workshop Labour Efficiency

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The clock is ticking

‘Time is money’ in bodyshops and service workshops. Essentially, these operations buy and sell the time of panel beaters, painters and technicians. A service workshop, for example, might buy one hour from a technician for £10 and sell it to a customer for £40, and make a profit of £30. (These figures are, of course, notional).

Buying and selling the time of productives is, or should be, the major source of revenue and profit in bodyshops and service workshops. Profits from the sale of spare parts; oils and lubricants; paint and materials; and sublet and sundry are all subsidiary to the buying and selling of productives’ time. If you don’t sell time, you don’t sell any of these other things.

Just as you would take great care when buying and selling a spare part, you have to pay equal attention to buying and selling productives’ time – or even more so, because you cannot ‘stock’ productives’ time. In other words, if you don’t sell their time today, you cannot sell it tomorrow.

Time for sale

So once time is gone it’s gone, whereas a spare part will still be in stock. So it is a good idea to know how much time you have for sale. This would seem pretty simple. If you have six productives, and they are there eight hours every day, surely you have 48 hours for sale? Well, no, you don’t.

For a start, productives might be in the workshop for eight hours every day, but they don’t work on paying jobs for eight solid hours. For example, a customer could come back with a car that you serviced yesterday and complain that it keeps stalling. It will then be necessary for a productive to rectify the problem, and of course you cannot charge the customer for that. If it takes two hours, then you only have 46 hours left to sell, in our example.

Time sold

To complicate things further, you can actually end up selling more than 48 hours. Imagine, for instance, that a vehicle manufacturer’s standard time for a major service is two hours and you quote the customer on this basis. If your technician completes the service in one hour (unlikely, we know) then you will still charge the customer for two hours.

If this happened all day long, you could sell 96 hours less the four hours you could have sold if one of your technicians hadn’t spent two hours spent rectifying the engine stalling problem. (It’s four hours because you are selling two hours for every hour worked in this example.) So if your productives could halve the standard times all day, that’s 92 hours sold rather than 48 hours.

Three measures of time

What we are talking about here is the three kinds of time available in a bodyshop or service workshop:

Attended time – this is the time that panel beaters, painters or technicians are in the workplace available to work.

Work time – this is the time they spend actually working on jobs that, at the end of the day, a customer pays for. Clearly ‘work time’ does not include any time spent rectifying problems, or anything else they do that does not have a paying customer at the end.

Sold time – this is the time that you charge customers for. It could be the time quoted on an estimate for an insurance company, or a menu-priced service.

You could say that ‘attended time’ and ‘work time’ are both ‘real’, because you can almost see them. You can see when a productive is in the workshop, and you can see a productive working on paying jobs. What’s more, you can measure ‘attended time’ and ‘work time’ using a clock.

On the other hand, ‘sold time’ is not ‘real’. You can’t see it, and you can’t measure it using a clock. But at the end of every day you can add up all the time you have sold to customers from your job cards or invoices.

How fast and how long

If you measure attended time and work time, and add up sold time at the end of the day, you can then see how fast and how long your productives have worked during the day.

How fast they have worked is sold hours divided by work hours. In our example, that’s 92 hours sold compared to 46 hours worked, or 200% expressed as a percentage. That is, your productives are working twice as fast as the standard time.

How long they have worked is work hours divided by attended hours. In our example that’s 46 hours compared to 48 hours, or 95.8% expressed as a percentage. That is, your productives were working on paying jobs for 95.8% of the time.

Labour efficiency

What we have just worked out as percentages are two ‘labour efficiencies’:

Productive efficiency tells you how fast productives are working compared to standard times, or the estimate in the case of a body repair job – how many sold hours they produced compared to the work time it took them to produce these sold hours.

Labour utilisation (sometimes called ‘selling efficiency’) tells you how long productives worked on paying jobs compared to the time they attended the workplace.

As formulae, productive efficiency and labour utilisation are calculated like this:

Productive efficiency = (Sold Hours/ Work Hours) x 100%

Labour utilisation = (Work Hours/Attended Hours) x 100%

Overall labour efficiency

There is one other measure of labour efficiency and that’s called overall efficiency. This is a simple combination of productive efficiency and labour utilisation, and comes from multiplying them together:

Overall Efficiency = Productive Efficiency x Labour Utilisation

Or, another way of looking at overall efficiency is as sold hours divided by attended hours:

Overall efficiency = (Sold Hours/Attended Hours) x 100%

How labour efficiency affects profit

Obviously you will make more profit if you can squeeze more sold hours from the hours your productives attend. We have already said that if you buy one hour from a service workshop technician for £10 and sell it to a customer for £40 you will make a profit of £30. But if you bought one hour from the technician and then sold two hours, you will make much more profit – £70.

It is equally obvious that if you buy one hour from a service workshop technician for £10, and then the whole hour is expended rectifying a come-back job for which you can make no charge, you have lost £10. Less obvious is that you have lost the opportunity to sell two hours (in our example), and thus lost the opportunity to make a profit of £70.

So the reason for measuring time in a workshop, and then calculating the labour efficiencies, is very clear. It’s all about profit. And if you don’t measure time and calculate the labour efficiencies, it is absolutely certain you will not maximise profitability because you will not know:

How fast your productives are working as a team and individually, and whether they could work faster if they were better trained or had better equipment

How long your productives are working as a team and individually, and how much time they are wasting on work that customers aren’t paying for.

How time is measured

The most basic way of measuring time in a workshop is by using a ‘clock’ which stamps time on a ‘clock card’ for attended time and on the job card for work time. The times are then correlated manually on a ‘daily operating control’ sheet, and the labour efficiencies calculated.

However, computers have largely superseded this basic method, with the ‘clocking’ carried out using barcodes or magnetic swipe cards. The computer then completes all the correlations and calculations instantly.

Typical labour efficiencies for the Top 25%

In recent years, the labour efficiencies achieved by bodyshops and service workshops have fallen from what would have been considered the ‘norm’ a decade ago. The reasons for this are complex. However the top 25% of franchised dealer bodyshops and service workshops are still achieving reasonable levels of performance, typically:

For a bodyshop, productive efficiency averages 106%, utilisation 88% and therefore overall efficiency is 93.3% (106% x 88%)

For a service workshop, productive efficiency averages 115%, utilisation 92% and therefore overall efficiency is 105.8% (115% x 92%)

For 40-hour attended by a productive in a week, these translate as:

For a bodyshop – 40 hours attended, 35.2 hours working on paying jobs, and 37.3 hours sold or invoiced to customers

For a service workshop – 40 hours attended, 36.8 hours working on paying jobs, and 42.3 hours sold or invoiced to customers.

Why service workshops are usually more labour-efficient than bodyshops

bodyshops are clearly less efficient, but why? Firstly, jobs move between productives in a bodyshop – starting with strip, then panel, then preparation, paint, refit and valeting. Usually this means moving the vehicle physically around the bodyshop, which is far less efficient than the straight in a bay, job done and straight out situation of a service workshop. The result for bodyshops is a lower labour utilisation than for a service workshop.

Productive efficiency in bodyshops used to be higher than for service workshops, because sold hours were negotiated with insurance assessors – so-called ‘opinion times’. A bodyshop might get 20 hours for a job and the productives would finish it in 15 work hours, achieving a productive efficiency of 133%. Nowadays, the times in a bodyshop are set by computerised estimating systems with virtually no room for negotiation or ‘opinion times’.

service workshops, like bodyshops, have seen standard times fall, too. But their customer base is millions of motorists rather than a dozen insurance companies, so service managers can set whatever times they want – within reason, and of course, subject to competition.

Lost time

Obviously it would be great if you could get away with just paying technicians when they are working on paying jobs, but you can’t. What you actually pay them for is attendance, or ‘attended time’, and they don’t ‘work’ on paying jobs all the time they are attending.

The difference between attended time and work time is ‘lost time’, which is also called non-productive time – the few hours every week that technicians are paid for when they are not working on paying jobs. Three common things that make up lost time are rectification of faulty work (‘come-backs’), collection and delivery of cars, and cleaning and maintenance.

In addition to paying for lost time, you might pay bonus and overtime, and you pay for technicians’ holidays, sick leave and training. Then there is the employer’s contribution to National Insurance, and the cost of any perks technicians receive such as pension or health insurance contributions.

It’s tempting to throw all of these payments into the cost of buying the technician’s time in our example and calculate what you might see as the ‘real’ profit. If you did, the cost of buying the hour would probably be around £13, and therefore the profit falls to £27.

Accounting for time

The facts presented so far would seem to make calculating the profit when buying and selling technicians’ time quite simple. Apparently all you have to do for any period – a day, a week, a month or a year – is add up all your labour sales and subtract all your technicians’ costs (including basic, bonus, overtime, holidays, sick, training, perks and National Insurance) to arrive at your profit on labour.

You can, but it is far better to identify all your technicians’ costs separately in your management accounts, because you can then see how much you are paying them for not working. And by separating these payments to technicians, you can look more closely at the effects of labour efficiency on your operation, whether it is mechanical servicing and repair or body repairs.

The following example shows the traditional format for the management accounts of a service workshop or bodyshop. Here we have taken the results for one technician over 12 months, assuming basic pay of £12 per hour and hours sold out at an average of £60 per hour. Additionally, we have assumed that the technician attends 44 weeks per annum and 40 hours per week, working 37 of those hours with lost time of 3 hours. As a result of the technician’s efforts, the workshop sells 42 hours per week (or 1,848 sold hours per annum from 44 weeks x 42 hours), and this is achieved without any overtime or bonus pay.

Management accounts

Labour sales 1,848 hours sold @ £60 = £110,880

Less Technician’s pay for 1,628 work hours @ £12 = £19,536

Technician’s bonus pay (all bonus pay entered if earned) = NIL

Technician’s overtime pay (all overtime entered if earned) = NIL

Gross profit on labour sales (Labour gross profit) = £91,344

Direct expenses

Technician’s pay for 132 hours of lost time @ £12 = £1,584

Technician’s pay for hols, sick & training (40 days of 8 hours) @ £12 = £3,840

Technician’s National Insurance and perks = £3,744

Direct profit on labour sales = £82,176

Labour gross profit

In this traditional form of management accounts, then, the cost of the technician is divided up into no less than six lines. The first three lines appear straight after labour sales, and consist of all pay made to the technician for actually producing work that is then sold to a customer. This includes pay for ‘work time’, and all bonus and overtime pay. Accountants call these the ‘cost of sales’.

By subtracting these three lines from sales, you end up with the gross profit made from buying and selling the technician’s time – usually called the ‘labour gross profit’. The labour gross profit is often expressed as a percentage of labour sales, which in this example comes to 82% (£91,344 divided by £110,880 expressed as a percentage).

The remaining three lines appear in the direct expenses section of management accounts along with the cost of non-productive salaries, apprentices, consumables, courtesy cars, advertising, etc. The idea, as we have said, is to identify what you pay technicians for not working. In this example, the total cost of the technician is £28,704 per annum, and £9,168 is for not working. That is nearly one-third, and a far from unusual proportion!

Dividing up the technician’s pay

The way some of the technician’s pay is divided up is self-evident – bonus, overtime, holidays etc, and National Insurance and perks. That just leaves the technician’s basic pay, which is divided up according to ‘work time’ and ‘lost time’:

In our example we know the technician attends 40 hours each week and works 37 of these hours, which means that the technician works for 1,628 hours in a year (37 hours x 44 weeks), which at £12 per hour is £19,536.

That leaves three hours of lost time each week, or 132 hours per annum (3 hours x 44 weeks), or £1,584 at £12 per hour.

In fact, this split corresponds to one of the measures of efficiency we discussed earlier – labour utilisation. Labour utilisation is ‘work hours’ divided by ‘attended hours’ expressed as a percentage, or 92.5% in this case (37 hours divided by 40 hours). The split in the management accounts allocates 92.5% of basic pay as the cost of doing the work. The remainder (7.5% of basic pay) – corresponding to the technician’s pay for lost time – is allocated as an expense.

It should now be clear that labour utilisation has a direct bearing on how much gross profit is effectively produced from selling the technician’s time, and what is paid to the technician for not working.

Calculating labour sales

In our example, the workshop sells 42 hours per week as a result of the 37 hours the technician actually works out of the 40 hours attended. We have already seen that the labour utilisation here is 92.5% (37 hours divided by 40 hours). The productive efficiency can also be calculated as 113.5% (42 sold hours divided by 37 work hours), and the overall efficiency is 105% (42 sold hours divided by 40 attended hours). All these formulae were covered earlier.

The labour sales in our example are calculated by multiplying the sold hours in a year (1,848 hours) by the labour rate of £60 per hour. In full, this calculation is as follows:

Annual labour sales = 1 technician x 40 attended hours per week x 44 weeks attended per year x 105% overall efficiency x £60 per hour labour rate = £110,880

Increased productive efficiency

Now we can have a look at what happens to the profit on labour sales if labour efficiency increases. Let’s say our technician still works 37 hours out of 40 hours attended, but works faster (i.e. is more productive) and achieves 43 sold hours. The utilisation is still 92.5% (37 work hours divided by 40 attended hours), but the productive efficiency has increased to 116.2% (43 sold hours divided by 37 work hours) and the overall efficiency has also increased to 107.5% (43 sold hours divided by 40 attended hours). The effect is as follows (and we have assumed again that bonus and overtime are ‘nil’):

Labour sales

1 tech x 40 att. hours x 44 weeks x 107.5% overall efficiency x £60 per hour = £113,520

Less

1 tech x 40 att. hours x 44 weeks x 92.5% utilisation x £12 per hour = £19,536

Gross profit on labour sales (Labour gross profit) £93,984

Direct expenses

1 tech x 40 att. hours x 44 weeks x 7.5% lost time x £12 per hour = £1,584

Technician’s pay for hols, sick & training (40 days of 8 hours) @ £12 = £3,840

Technician’s National Insurance and perks = £3,744

Direct profit on labour sales £84,816

A small increase in productive efficiency – just about three percentage points – has resulted in an extra annual profit on labour of £2,640.

Improving labour utilisation and productive efficiency

So far, we have explained how to measure time in a service or body repair workshop, how labour efficiency is calculated, and how management accounts are designed to highlight the sources of labour profit. We have shown how productive efficiency affects profitability. Next, we look at the effects on profit of improving labour utilisation, and then both productive efficiency and labour utilisation at the same time.

Increased labour utilisation

Taking the same example discussed earlier, let’s improve labour utilisation by assuming that our technician manages to work 38 hours out of 40 hours attended instead of 37, while leaving the productive efficiency the same (113.5%) as in the original example. This means that utilisation goes up to 95% (38 work hours divided by 40 attended hours), and even if the productive efficiency is the same at 113.5%, then our technician will produce 43.1 sold hours (38 hours worked x 113.5%). That is, the technician’s overall efficiency has increased to 107.8% (43.1 sold hours divided by 40 attended hours).

The effect on labour profits is then:

Labour sales

1 tech x 40 att. hours x 44 weeks x 107.8% overall efficiency x £60 per hour = £113,520

Less

1 tech x 40 att. hours x 44 weeks x 95% utilisation x £12 per hour = £20,064 Gross profit on labour sales (Labour gross profit) = £93,456

Direct expenses

1 tech x 40 att. hours x 44 weeks x 5% lost time x £12 per hour = £1,056

Technician’s pay for hols, sick & training (40 days of 8 hours) @ £12 = £3,840

Technician’s National Insurance and perks = £3,744

Direct profit on labour sales = £84,816

The improvement, from one extra hour worked per week, is £2,640 in a year.

Do both!

But what would happen if both utilisation and productive efficiency improved at the same time? That is, the technician still attends 40 hours, but works 38 hours at the improved productive efficiency of 116.2% (from Part 2) thereby producing 44.2 sold hours (38 work hours x 116.2%) and hence an overall efficiency of 110.5% (44.2 sold hours divided by 40 attended hours). The calculation looks like this:

Labour sales

1 tech x 40 att. hours x 44 weeks x 110.5% overall efficiency x £60 per hour = £116,688

Less

1 tech x 40 att. hours x 44 weeks x 95% utilisation x £12 per hour = £20,064

Gross profit on labour sales (Labour gross profit) = £96,624

Direct expenses

1 tech x 40 att. hours x 44 weeks x 5% lost time x £12 per hour = £1,056

Technician’s pay for hols, sick & training (40 days of 8 hours) @ £12 = £3,840

Technician’s National Insurance and perks = £3,744

Direct profit on labour sales = £87,984

The improvement is £5,808, multiplied by (say) seven technicians is a sizeable £40,656 extra profit per annum.

This shows how significant for profitability only relatively small increases in labour efficiency can be. However, labour profits can also fall just as significantly if labour efficiency falls by an equally small amount.

Hidden lost time

If small improvements in labour efficiency translate into big improvements in labour profits, but any slight reduction means big falls in profit, then you need to know what levers to pull to make sure you are on the side of big profits. So what’s the secret? Or is it about managing the minutiae?

There’s no secret. The trick is managing every aspect of a workshop. Managers have to do everything they can to make sure technicians, panel beaters or painters are working as fast as possible for as long as possible. In other words, you must do everything to minimise lost time, and provide your productive staff with every means to support faster working like training, power tools… and even placing certain jobs with productives who are the most experienced. If you have a clutch job, then give it to the clutch expert.

But there is one secret worth knowing, and that’s ‘hidden lost time’.

As we have shown, lost time is a killer. But then lost time, if it’s measured at all, is usually about the most obvious elements such as rectification of faulty work, collection and delivery of cars, and cleaning and maintenance. However, there is a lot more lost time hidden away within jobs. Technicians may seem to be working hard, but too often they may be waiting for spare parts at the back counter of the stores. Or a technician may be waiting in line to use a piece of equipment like a wheel alignment rig.

The outcome of ‘hidden lost time’ is a fall in productive efficiency, but labour utilisation is unaffected because you haven’t measured the losses. But, as you have seen, the effect on profits can be huge. So apart from attending to the obvious and direct influences on labour efficiency, which affect how fast technicians work (productive efficiency) and how long (utilisation), workshop managers must also attend to anything that can slow them down when they are supposed to be working.

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Source by Charlie Oakham