Protect Your Fuel Tank and Pump With Delphi Technologies
Simple Fixes For Bad Battery Connections
Auto Value, Bumper to Bumper Tech OTY Finalists Named
Protect Your Fuel Tank and Pump With Delphi Technologies
Simple Fixes For Bad Battery Connections
Auto Value, Bumper to Bumper Tech OTY Finalists Named
Sponsored By BCA Bearings by NTN
Sponsored By Carter Fuel Systems
Sponsored By NGK Spark Plugs
AC Diagnostics: Troubleshooting Pressures and Temperatures
The most difficult AC complaints to resolve are the system blows warm, or the air is not as cold as it once was. The causes of the declining performance could be caused by a multitude of components and conditions. In a 45-minute webinar, the experts from Transtar AC will cover the possible causes of AC failure.
The training session will cover:
Speakers Andrew Markel, Director of Technical Content, ShopOwner Dennis Husband, ASE Certified Technician, Transtar AC
Sponsored By BCA Bearings by NTN
ShopOwner includes technical and management content and is free to download and read.
The knock sensor is not the only sensor responsible for detecting engine knock.
Throttle-by-wire systems proactively manage the air and fuel going into the combustion chamber.
Underhood Service targets repair shops that derive 50 percent or more of their revenue from the service and repair of under-the-hood systems. The expanding amount of knowledge and capital needed to keep up with technological advances has led these shop owners to concentrate on underhood systems, while also offering preventive maintenance services on most major vehicle systems. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Underhood Service and the Underhood Service eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
Underhood Service targets repair shops that derive 50 percent or more of their revenue from the service and repair of under-the-hood systems. The expanding amount of knowledge and capital needed to keep up with technological advances has led these shop owners to concentrate on underhood systems, while also offering preventive maintenance services on most major vehicle systems. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Underhood Service and the Underhood Service eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
High underhood temps, increased power demands and vibration can damage alternators or starters. Sponsored by ACDelco.
Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.
Brake pads are thoroughly developed to produce the best result. This video is sponsored by ZF Aftermarket.
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Oil contamination of the belt drive has been a death sentence, due to the rubber and fiber construction of the belt.
Since the adoption of timing belts by auto manufacturers began in the early 1970s, it has been pretty well beaten into our heads that oil and timing belts do not play well together. Oil contamination of the belt drive has been a death sentence, due to the rubber and fiber construction of the traditional timing belt. Oil attacked the rubber as well as the raw edge of the belt with its exposed fibers, weakening the belt until it delaminated (losing its teeth), or the belt snapped.AdvertisementI was therefore a little bit surprised when I heard about the “belt-in-oil” (BIO) timing drives that are being used by well-known manufacturers in the European market, and available from a few equally well-known aftermarket suppliers. I was even more surprised to discover that this odd arrangement is already available here in the U.S. Now, performance enthusiasts may have some experience with “wet belt” timing systems as an upgrade for the small-block Chevy, but these “new” BIO systems are OEM designs, used for oil pump drives as well as for camshaft timing drives. As a performance upgrade, belt drives have a couple of advantages. Since a timing belt is lighter than a chain, and it can absorb and isolate crankshaft harmonics from the valvetrain, a belt is quieter and doesn’t rob additional power from the engine. “Fuel efficiency,” “reduced emissions,” “noise, vibration, harshness” (NVH) and “compact design” are all popular catch phrases in the auto industry, and these also are the driving forces behind belt-in-oil technology. By designing a light, quiet and compact belt drive, manufacturers hope to increase fuel efficiency while reducing emissions and NVH, and package it all into ever-smaller engine designs. Belt-in-oil manufacturers claim that “wet belts” offer up to a 30 percent reduction in friction loss as compared to chains or dry belts. This reduces emissions and can increase fuel economy by a little more than 1 percent. Due to the improved materials used in the BIO drives, these belts are more temperature-resistant, less prone to stretching than conventional dry belts and have a life expectancy of up to 150,000 miles. The first automotive BIO system was introduced in 2008, hidden inside the European-market 1.8L Ford diesel. Volkswagen soon followed with its EA211 and EA288 engine families of three- and four-cylinder gas and diesel variants. Here in the United States, belt-in-oil applications are a bit more limited, in the form of the 1.0L Ford EcoBoost gasoline engine, and (if you like to think outside the box) Honda offers the GC and GCV series of small engines featuring an internal oil-bath timing belt. As emissions and fuel economy standards become more and more difficult for manufacturers to meet, unique technologies like these will drive the future of the industry. The globalization of our industry also means that technologies introduced in other parts of the world may soon come to our shores, too. Lightweight, compact components with extended service intervals are becoming the “new normal.” But, don’t worry that these claims of “lifetime” or “high-mileage” wet belts mean that the aftermarket will lose out on future parts sales. The European aftermarket already offers BIO timing kits, and, from what I’ve seen so far, they’re becoming a rather popular category already.
I was therefore a little bit surprised when I heard about the “belt-in-oil” (BIO) timing drives that are being used by well-known manufacturers in the European market, and available from a few equally well-known aftermarket suppliers. I was even more surprised to discover that this odd arrangement is already available here in the U.S.
Now, performance enthusiasts may have some experience with “wet belt” timing systems as an upgrade for the small-block Chevy, but these “new” BIO systems are OEM designs, used for oil pump drives as well as for camshaft timing drives. As a performance upgrade, belt drives have a couple of advantages. Since a timing belt is lighter than a chain, and it can absorb and isolate crankshaft harmonics from the valvetrain, a belt is quieter and doesn’t rob additional power from the engine.
“Fuel efficiency,” “reduced emissions,” “noise, vibration, harshness” (NVH) and “compact design” are all popular catch phrases in the auto industry, and these also are the driving forces behind belt-in-oil technology. By designing a light, quiet and compact belt drive, manufacturers hope to increase fuel efficiency while reducing emissions and NVH, and package it all into ever-smaller engine designs. Belt-in-oil manufacturers claim that “wet belts” offer up to a 30 percent reduction in friction loss as compared to chains or dry belts. This reduces emissions and can increase fuel economy by a little more than 1 percent.
Due to the improved materials used in the BIO drives, these belts are more temperature-resistant, less prone to stretching than conventional dry belts and have a life expectancy of up to 150,000 miles. The first automotive BIO system was introduced in 2008, hidden inside the European-market 1.8L Ford diesel. Volkswagen soon followed with its EA211 and EA288 engine families of three- and four-cylinder gas and diesel variants. Here in the United States, belt-in-oil applications are a bit more limited, in the form of the 1.0L Ford EcoBoost gasoline engine, and (if you like to think outside the box) Honda offers the GC and GCV series of small engines featuring an internal oil-bath timing belt.
As emissions and fuel economy standards become more and more difficult for manufacturers to meet, unique technologies like these will drive the future of the industry. The globalization of our industry also means that technologies introduced in other parts of the world may soon come to our shores, too. Lightweight, compact components with extended service intervals are becoming the “new normal.” But, don’t worry that these claims of “lifetime” or “high-mileage” wet belts mean that the aftermarket will lose out on future parts sales. The European aftermarket already offers BIO timing kits, and, from what I’ve seen so far, they’re becoming a rather popular category already.
Electronic: Why Alternators Are Subject To Ripple Voltage
Engine: Variable Valve Timing Strategy
Engine: The Do’s and Don’ts of Installing Spark Plugs
Engine: Serpentine Belt Post Mortem: Why Do Some Belts Fail
Technical resources to help diagnose and repair engine-related service issues.