June 2019

for each application, effectively absorbing torsional vibration emanating from the crankshaft. They are designed to protect other components from damage caused by this vibration, giving the vehicle a more refined drive, all of which can be compromised if lesser springs are used The splines in the centre of the clutch plate need to be made from a precise grade of steel. Too hard, it may wear the gearbox input shaft splines; too soft, the splines may fail The design of the clutch pressure plate is matched to the vehicle, with the strength of the diaphragm spring accurately calculated to deliver consistent clamp load and pedal weight/feel The strength of the materials used needs to be exact, as any distortion will affect clutch operation The design process for a LuK clutch can take Schaeffler engineers up to four years to refine before approval is granted by the VM and mass production can begin Alistair adds: “Clutches from non-OE clutch producers are primarily designed to replicate the original units; however, without access to the precise material specifications and engineering tolerances demanded and expected by the VM.” Demand When you are dealing with mechanical components, everyone knows that everything wears out in the end. If you are facing the need to replace a whole gearbox, that could be a major cost to a customer if you opt for a direct replacement. That is not the only choice those, as remanufactured systems provide another option. On the market for remanufactured transmissions, David Eszenyi, Commercial Director, at Ivor Searle says: “Demand for our remanufactured transmissions for cars and light commercial vehicles continues to steadily due to the high cost of purchasing brand new OEM gearboxes. These are generally too expensive for independent garages to replace when operating today‘s price sensitive market. Our remanufactured gearboxes typically cost up to 40% less than their OEM equavalents without compromising on quality, customer service or warranty protection. These are essential factors to look out for when choosing a remanufactured transmission supplier. “While it’s more economical to source a remanufactured gearbox, product quality is key as the process of restoring the unit back to OEM standard requires significant investment, technical expertise and rigorous inspection procedures. To achieve this, we employ the same quality-focused ethos from over 70 years of engine remanufacturing expertise when it comes to our transmission remanufacturing facility that’s certified to ISO 9001:2008. On current trends, David oberves: “In terms of demand, it’s interesting to note that our top five fastest- moving applications for manual gearboxes include the Vauxhall F Type, Volkswagen Group’s six-speed unit, Ford’s six-speed for the Transit, Peugeot/Citroën’s five-speed ‘box and BMW/MINI’s five-speed transmission.“ Gear up Technology has a habit of moving forward, but you need to keep up yourself. As we have seen, components within the transmission have changed. There are entirely different gearbox systems being used today as well. Take the direct shift gearbox (DSG). Helen Robinson, Marketing Director at Euro Car Parts comments: “With the popularity of dual-clutch units increasing, the aftermarket must make the most of a considerable opportunity. Since 2008, many new VAG models have been equipped with a seven-speed dual- clutch gearbox (DSG) for small vehicles, or a six-speed wet clutch version for larger, high powered vehicles. “DSGs are designed to deliver the combined advantages of both automatic and manual gearboxes, with an automated gear shift and uninterrupted traction. Unlike single clutch units, automated manuals combine the internals of two manual gearboxes linked together within a single casing, operating multiple clutches. Such systems have grown in popularity with vehicle manufacturers including Kia, Ford, Hyundai and Fiat, due to the benefits in performance and economy that dual-clutch transmission systems provide. “Independent repairers often encounter limitations when confronted with work on dual-clutch transmissions. A lack of tools, equipment and experience can kill the job before it has even begun. While all three can seem like a significant expense, they should not be written- off immediately. It’s true that specialist tools and diagnostic equipment are essential to ensuring a workshop can maintain, repair and adjust six and seven-speed DSG units, but this investment may be quickly offset.” Training Helen continues: “Euro Car Parts has the largest range of specialist dual- clutch tools, equipment and training available in the UK, with basic packages available from £700. In a marketplace where capable DSG technicians are sparse, the required investment in equipment and training can easily be recouped through a small number of clutch replacement activities within a short-term period.” Training is also vital, as Helen explains: “As the vehicle parc for dual-clutch systems grows, we are also experiencing high demand for our DSG Gearbox training course. Through our wider Auto Education Academy platform, we offer a training programme that uses a bench- mounted DSG in combination with hands-on teaching methods.” www.aftermarketonline.net 52 AFTERMARKET JUNE 2019 CLUTCH AND TRANSMISSION www.aftermarketonline.net