signals to ignite and disengage the engine at certain speeds.” For more information visit:www.waiglobal.com/uk_en Demand Looking towards spark plugs, a spokesperson for Niterra UK said: “NGK iridium spark plugs feature an iridium-alloy on the middle electrode. One of the world’s hardest metals, iridium starts melting at a temperature of 2450°C and is therefore very resistant to spark erosion. Consequently, the service life is doubled on average in comparison to standard nickel spark plugs. Platinum spark plugs have a platinum plate on the middle electrode ensuring a more constant output of the spark plug over the entire service life, even under difficult conditions.” Common On diagnosing issues, Niterra’s spokesperson said: “Most issues in relation to spark plugs are invariably down to a plug being affected by either an engine running or set up problem or something that has gone awry upon installation. The common misfire complaint in connection with spark plugs is first tackled by plug removal and examination. Plug fouling can cause a misfire. This can be, for example, in the form of excessive carbon build-up caused by an engine running in a rich condition or coated with oil due to an engine condition issue. Fouling will not be the fault of the plug itself provided the correct plug for the engine is installed. “Closely inspect the plug insulator for cracks, which will cause a misfire due to the voltage no longer being contained. A crack to the top portion of the insulator is caused by either over tightening or the plug being tightened with the wrench canted out of line. This puts pressure on the top of the plug. A crack in the insulator on the firing end is usually caused by thermal shock, the result of neat or poorly atomised fuel hitting the hot insulator surface causing it to cool rapidly. “Black vertical electrical lines on the white insulator surface, sometimes mistaken for cracks, are a sign of flashover. They can occur between the top terminal and the metal shell body. These are the result of a worn or deteriorated plug rubber sealing boot on the lead or ignition coil. Replacement of the plug alone may not cure unless the connection on to the plug is secure and the seal over the insulator is tight. “A broken plug metal shell is the result of over tightening. This occurs at the top of the thread or just above. There is no requirement to use any anti-seize grease on NGK spark plugs. Use either the vehicle manufacturers or NGK’s recommended torque. If the threads are not dry or an anti-seize grease has been applied, then do not torque, but use the tightening angle advice displayed on NGK spark plug packaging. Torque and tightening angle advice varies depending on the plug thread size, sealing method, taper or gasket seal, and varies between gasket material and construction types.” For more information, visit: www.ngkntk.com/uk Specific The cause of ignition issues can be extremely part-specific, and affect certain vehicles in a particular way, as Autoelectro Lead Technical Sales Advisor Joe Taylor observed: “Some starter motors, for example, come with locating dowels and guides, which should always be used when fitting a new unit.” Looking specifically at the Dacia Sandero and Logan 0.9 petrol, and part number AEY3906, Joe said: “We have heard scenarios where the ignition switch/push to start button can remain in the start/on position and does not release after the engine has started. Consequently, this means the starter is stuck in the ‘on’ position and remains engaged, which, in turn, causes the starter motor to burn out. To support the technician, with every AEY3906 supplied, there is a warning notice included in the box. This advises and shows images of what a burnt-out starter motor looks like. This is a common fault on the Nissan Micra and Note 1.2 petrol. AEY2687 is also supplied with the best practice information.” Moving onto the Chevrolet Captiva and Cruze as well as the Vauxhall Antara 2.0 diesel via part number AEY2803, Joe continued: “A common fault on this vehicle is that the wiring insulation is not correctly heat shrunk, which can cause the B+ terminal on the solenoid to overheat and melt. This issue can result in untimely failure of the starter motor. Like the previous examples, contained inside each AEY2803 is a warning note. This aids the technician, as it clearly shows what damage to the solenoid and terminals look like.” Autoelectro Director Harnek Bhogal then joined the conversation, looking at the Austin Metro/Rover 100 and 200 1.1-1.4 petrol through the prism of part number AES7108. He said: “Going back in time a little bit here, but we still stock this starter motor! This vehicle is prone to misfire. Also, it is known for starter motor activation with the engine already running – ultimately, the ignition switch is likely to be the main culprit. Both these problems can cause the nose cone of the starter motor to crack and, potentially, snap off. With every AES7108 supplied, there is a warning notice included in the unmistakable red Autoelectro box. For comparison, we show the technician an example of a damaged nose cone.” Finishing up with the Toyota Corolla and Auris 1.33 petrol and part number AEK3380, Harnek added: “This particular alternator is fitted with a clutch pulley. It is driven by a serpentine belt that runs through a series of pulleys, an idler and a tensioner. If these components are not in good working order, the belt has the potential to slip and cause a reduction in the charge rate and performance. The dust created from a slipping belt can enter the alternator and lead to its early demise.” For more information, visit: www.autoelectro.co.uk below: Broken starter motor nose cone as seen at Autoelectro SEPTEMBER 2023 AFTERMARKET 43 www.aftermarketonline.net
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