As vehicle technology changes, the development of components and systems continues. Key systems, such as the power transmission and clutch, are moving with the times, meaning workshops need to be aware of the changes, and the best ways to ensure they can provide a first-time fix.
Looking at the power transmission system, the belt is crucial. While it looks like an item that may not have changed much, the systems, and the materials have moved with the times.
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Development of power transmission
“We have had the advent of our belt in oil, which has been a big innovation,” commented Ann-Marie Dean, National Sales Manager at Dayco. “That is quite a big difference in traditional timing belt systems. The belt is designed to run in oil, this allows for the components within the system to be a lot smaller, so the belt is narrower and the tensioners and idlers are all smaller as well. That obviously helps towards making the engine more compact.
“On top of that we have things like electric water pumps which obviously help to maintain the optimal working temperature of the vehicle.”
Yet vehicle technology is also pushing belt development. “Modern engines are tighter, more compact, and feature increasingly sophisticated systems, making access and replacement more challenging,” a spokesperson from Gate told Auto Repair Focus. “Electrification and hybrid technology add further complexity, integrating advanced start-stop functions and high-efficiency components.
“With the rapid growth of mild hybrid technology, the role of the accessory drive belt is evolving from simply transferring power to actively supporting hybrid powertrains.
“From passive to active power transmission, in mild hybrids, the belt now plays a critical role in the start-stop system and energy recovery, requiring higher durability and efficiency.”
So, do these developments in both belt technology and powertrains make servicing them more difficult?
“The service intervals are longer, so the belt life longevity is increased and need changing less often,” commented Dean. “But for the majority it is more complicated because you have to have some specialised training for some of the systems, or special tools. The wet belt, again, is another example where particular applications need specialised tooling, so that makes it a little bit more complicated because workshops do need to invest in that tooling and understand how to use it correctly.
“So, in some ways, it is easier because there’s less of it to do, and in other ways, it is more complicated because there are more complicated systems that need specialised training and tooling.”
Keeping the clutch
When it comes to wear and tear items, the clutch is possibly one of the most complex and, for drivers, possibly one of the most costly. But as vehicles themselves become more complex are these units following suit or with automatic transmissions does that mean that garages have to learn more about the technology in order to be able to continue servicing them?
“What you might find is that when a vehicle comes into the workshop for routine service or MOT, the technician might notice that the bite point of the clutch is very high or very low, or it judders when it pulls away.” Stated Alistair Mason, Technical Services Manager, UK & Ireland at Schaeffler. “At that point they would then be advising the customer of what repair that vehicle needs.
“A clutch is what we would call a distress purchase, because the clutch is either slipping, it has failed, something has happened there. At that point then for the garage there is opportunity.
“A lot of vehicles now, almost every other vehicle on the road today, will have a dual mass flywheel fitted, so it is an opportunity to test, inspect and replace that if required.”
But what new types of clutch technology have come on to the market in recent years and what do technicians need to be aware of?
“We have seen a rise in self-adjust clutches in vehicles,” commented Dan Girling, Clutch Product Manager at First Line. “This emerged to try and increase the clutch’s lifespan and to maintain pedal feel and performance throughout that life.
“The next thing that come along and sort of revolutionised the clutch industry, is dual clutch transmission (DCT). It combines the efficiency of a manual transmission and the convenience of an automatic transmission. A DCT is two separate clutches, one for odd gears and one for even gears. It allows for a seamless and smooth gear change without interrupting the power delivery.”
Going automatic
The automotive market is shifting more and more towards automatic gearboxes as standard. The manual gearbox is being phased out, with more manufacturers including the technology in their line-up. But is this more likely to help or hinder technicians?
“A vehicle generally has a lifetime of 18 to 20 years,” added Mason. “For us in the aftermarket, the sweet spot for that vehicle is between eight to 13 years. So, for the next few years, we have got good work in front of us for manual transmissions.”
Automatic transmissions have more components, are more complex, and require specialised knowledge and training,” stated Girling. “This means it often comes with taking more time, and incurring higher costs. But for those workshops that have invested in their technicians and tooling, they can offer specialised services, and be more competitive in the industry.”
Tips for fixes
But whether it is the power transmission system and belt drives or the clutch, what are some top tips to make sure that vehicles are not staying on the ramps for longer than needed and that customers get that first time fix?
“When it comes to maintaining the auxiliary system, obviously inspection of the system is absolutely important, so making sure that none of the belts are cracked or frayed,” commented Dean. “Some of the new belts are made with EPDM rubber, which is a more high-tech rubber component and that wears is more like a car tyre than your traditional type of belts that would kind of crack.
“Dayco produces and awareness tool that allows for measuring the ribs of the belt to make sure that they have not worn down, so that is a really good way to check the wear of the belt.
“And check for noise, any noise from the system, any kind of squealing or any type of tension issues can make noise, so that is really important.”
A spokesperson for Gates added: “Workshops should proactively inspect belts during routine maintenance. In addition to cracks, fraying or glazing, a loss of tension could also be spotted, leading to inefficient power transmission.”
Looking at the clutch market, Mason commented: “Get the customer involved with the diagnostic side of it, ask them to call in, have a look and then get everything in place for them when the vehicle comes in for the work. So, at that point then you can go through with the customer, explain what the new unit does, and that it does have a service life.
“Garages do not know the history behind that clutch, the driving style that has been applied, or anything like that. So, speaking to the customer will help to diagnose faults quicker, and easier.”
Girling added: Just use quality parts. It is an age-old thing, buy cheap, buy twice. Make sure to get a part you have trust in, or is backed by a brand you trust, or a person you trust. Using those quality parts will ensure a quick and smooth repair that you will only be doing once.
“Also, if you are going to use a quality part, make sure you are using the correct tool. They are recommended for a reason.”
The power transmission and clutch market is only going to develop further as years go on. With mild hybrids, hybrids and battery-electric vehicles coming in, there are going to be changes, and it is key that technicians are aware of these and trained up on these vehicles to ensure they can deliver first time fixes every time.
But these technologies are not all that complex. As long as training is done, tips are adhered to and understanding is there, then workshops have nothing to fear when it comes to clutch and transmission repair.
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