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Above: Firstline promotional poster T he clutch and transmission system is under constant strain, as Dayco National Sales Manager Steve Carolan observed: “Vibration is transmitted through the crankshaft and therefore has a significant impact on the engine’s power transmission drive systems. To reduce this problem, Dayco engineers have developed a range of damper pulleys, with the prefix DPV.” Three types of damper are generally installed, as Steve explained: “The simple damper is integrated within the FEAD system. Its single rubber element provides sufficient vibration reduction for applications with standard noise, vibration, harshness (NVH) requirements. The double damper encompasses two rubber elements within its metal parts, which are designed to absorb vibration at different frequencies, and is for use in applications that generate high power and increased vibration, such as modern diesel engines. Although the decoupler damper still incorporates a rubber ring, the damping function is carried out through metal springs, as opposed to solely relying on its rubber element. It is used on the latest generation engines with greater power and enables the FEAD system to cope with high mileage and adverse conditions, particularly for applications that feature a BSG (belt start generator) function for their Stop/Start systems.” Damper replacement On damper replacement, Steve added: “They should be checked at every 40,000-mile interval or when replacing the auxiliary belt. However, Dayco suggests they are changed every time the timing belt is renewed. In order to check the damper correctly, it needs to be removed from the engine because the back, as well as the front, needs to be examined to fully assess its condition. In addition, whether it needs to be replaced or not, its fixing bolts must be changed, as they will no longer meet their design tolerances if reused.” For more information visit: www.dayco.com Advice Meanwhile, First Line is looking to offer garages more information and technical support. First Line Global Marketing Director Jon Roughley said: “First Line has launched a new campaign on best practice clutch installation. In support, the company has issued a poster, outlining top tips for clutch fitment.” Jon continued: “Before offering up the gearbox, the Borg & Beck engineers advise technicians to align the input shaft with the hub spline of the clutch disc and not allow the weight of the gearbox to hang off the spline, as this could cause the drive plate to break apart. Lubrication of the spline shaft should be kept to a fine film, using the sachet supplied with your Borg & Beck Clutch Kit. Alternatively, any high performance, high melting point, non-copper-based grease can be used. Excessive greasing can affect the performance of the new clutch, so always 48 AFTERMARKET NOVEMBER 2021 CLUTCH AND TRANSMISSION www.aftermarketonline.net With everyone back on the move for the last few months, clutch and transmissions system are being put to the test CLUTCH ONTO TOMORROW remove any excess.” To request your free clutch poster, visit: mailchi.mp/firstlineltd.co/posters Clutch assembly and DMF replacement REPXPERT Alistair Mason recently replaced the clutch assembly and DMF on a 2009 Audi TT 2.0 TDI Quattro, which had covered more than 85,000 miles: “The customer reported that the clutch was slipping when accelerating, and a short road test confirmed the clutch had reached the end of its service life and its replacement was advised. With a recommended book time of seven hours and all repair information available through Schaeffler’s information portal, REPXPERT, this makes a great repair for any independent workshop. Before starting the job, technicians require the following equipment; A two-post vehicle lift, engine support, transmission jack, clutch alignment tool and brake/clutch pressure bleeder. They will also need a locking wheel bolt key and radio code, if required.” With vehicle on lift, open bonnet and boot, disconnect battery located in boot, obtain locking wheel bolt key, then slacken locking wheel bolts on both front wheels. Working in engine bay, remove engine cover, disconnect air mass meter and vacuum pipe, remove air filter assembly and carrier. Remove gear change cables, selector lever weight assembly and cable retaining bracket (Fig.1/Fig.2), clamp the flexible hydraulic clutch pipe and then disconnect the pipe from the CSC connection (Fig.3). Next, disconnect wiring from starter motor and detach earth lead from starter motor top retaining bolt, then undo top starter motor retaining bolt, disconnect reverse light switch multiplug and remove top bell housing bolts. Raise vehicle to gain access to underside, remove engine undertray, then lower vehicle to waist height,