Schaeffler (UK) and Liqui Moly combine on Chain Protect

Published:  06 March, 2018

Schaeffler (UK) has teamed up with Liqui Moly to offer  Chain Protect, an additive which helps ensure the longevity of the timing chain and its associated components. The crucial element of any timing chain replacement is the ‘breaking-in’ phase, when the new chain beds itself in to the old engine system. Using Chain Protect can help ease wear during this phase by up to 20%. During the installation of an INA timing chain KIT, a technician should apply Chain Protect to the timing chain and associated components. This helps create a robust layer on all point of contact surfaces, resulting in smoother chain function and reduced friction.
www.repxpert.co.uk

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  • Schaeffler (UK) and Liqui Moly combine on Chain Protect 

    Schaeffler (UK) has teamed up with Liqui Moly to offer  Chain Protect, an additive which helps ensure the longevity of the timing chain and its associated components. The crucial element of any timing chain replacement is the ‘breaking-in’ phase, when the new chain beds itself in to the old engine system. Using Chain Protect can help ease wear during this phase by up to 20%. During the installation of an INA timing chain KIT, a technician should apply Chain Protect to the timing chain and associated components. This helps create a robust layer on all point of contact surfaces, resulting in smoother chain function and reduced friction.
    www.repxpert.co.uk

  • EU Emissions tighten on UK market 

    With or without Brexit, EU regulations surrounding emissions are playing an important part in pushing aftermarket requirements for
    the correct emissions parts being fitted.
        
    Mark Blinston, Commercial Director at BM Catalysts commented: “Emissions are a hot topic for discussion at the moment for many media outlets and manufacturers. All efforts are geared towards reducing emissions, as well as preventing the sale and fitting of catalytic converters and DPFs to vehicles that haven’t been approved to meet the relevant Euro Levels.
        
    “Vehicles and replacement emission control devices must meet specific standards for exhaust emissions before they can be offered for sale in the European Union. Vehicle emissions are one of a series of performance standards that must be met to achieve Whole Vehicle Type Approval in accordance with EC Directives. In order to achieve type approval on the emissions levels for replacement emission control devices, such as catalytic converters and diesel particulate filters (DPFs), performance and noise levels must be within calculated limits as prescribed by legislation. Replacement catalytic converters and DPFs cannot be approved to a lower Euro level than that of the original vehicle. If the vehicle is Euro 5 then the replacement must be approved to Euro 5 levels. Testing and approving this part to Euro 4 would mean that it cannot be proven to meet emission standards and therefore cannot legally be fitted to any Euro 5 vehicle.”  
        
    Mark continued: “Helping to identify the correct products for stockists and garage professionals, the MAM software solution program is set to revolutionise the aftermarket. Used by the majority of distributors, the supply chain software is due to receive a V9 update, which will map the Euro level that a supplier’s part is approved for sale on against a vehicle registration number. Once the change is in place, we’ll start to see the correct catalytic converters and DPFs available matched against the correct vehicles for the first time. Additionally, the Department for Transport (DfT) is also helping to clarify the rules for the UK market, with recent guidelines reiterating the strict requirements for selling catalytic converters and DPFs to the UK market.”
        
    But while the correct cataloguing of aftermarket parts is complex and challenging, perhaps the biggest shake up to the emissions market is the recent MOT changes. Mark continued: “The result of an EU directive, new regulations were introduced to the MOT test in May 2018, placing further emphasis on diesel emissions. The regulations require checks to the exhaust for visible smoke production and tampering or removal of the DPF. Any visible sign of alteration to the DPF or smoke of any colour will result in a fail for the vehicle. Prior to these tighter regulations, experts warned that the true figure of vehicles driving without DPFs were in the thousands, leaving many car owners at risk of hefty fines and penalty points.
        
    “BM Catalysts acknowledges the need for up to date information on EU levels. As a leading manufacturer in Europe, we recognise we are a big part in meeting these standards, producing superior aftermarket products with the least harm to the environment. Additionally, we have recently produced free educational material on DPFs and the MOT changes to help our customers make informed motoring decisions.”
        
    Mark added: “BM Catalysts produce catalytic converters and DPFs to high standards, yet to create a lasting change to the market, it is important that all hands along the supply chain, even the consumer, does their part to make sure they’re complying to regulations. If one link is in this chain proves weak, we all fail.”



  • Bringing windscreen repair into the 21st century 

    Screen Care Repairs have developed the world’s first NON UV windscreen repair resin. Safe2Bond resins work in exactly the same way as traditional UV curing resin except they cure using 470nm which is the safe part of the light spectrum. Most windscreen repair kits vary little in their basic design and performance. A bridge is required to hold the injector in position over the pre drilled damage to allow resin to be injected, replacing the air inside the break, and then cured using an ultra violet light. Since the 1970s it has become more apparent in all industries that using UV light sources in the workplace is undesirable and alternatives have been sought in most applications. The Control of Artificial Optical Radiation at Work Regulations 2010 brought into UK law the Artificial Optical Radiation 2006/25/EC Directive. This imposes legal duties on employers to protect workers who may be at risk from artificial UV light exposure. Even low level UV light sources such as windscreen repair lights should be avoided if possible. The Safe2Bond NON UV resins have been developed in house by Screen Care Repairs based on the success of the company’s NON UV glass bonding adhesives. This eliminates the need for UV windscreen repair light sources.
    www.screencare.co.uk

  • Ethanol: flexible friend or biohazard? 

    I am starting to get the impression that governments and vehicle manufacturers are beginning to panic. Let’s begin by accepting that personal transportation vehicles will not be powered by hydrocarbon fuels for much longer. This statement includes hybrid and battery powered vehicles for the same reason. We are being subject to a whole raft of short term impractical solutions, the latest of which and the subject of this topic is bio-ethanol fuels.

    The reason I express this opinion is the true impact on emissions, from production, refinement, and transportation are not included in statistics on their environmental effect. Bio-mass fuel for electricity generation is a perfect example of this. The EU has decreed that emission monitoring of stack emissions need not be published, also excluded are the felling, drying, production and transportation influences.

    Political initiative
    I will begin with the political initiative, a reduction in greenhouse gas emissions, reduction in fossil fuel dependency, alternative fiscal revenue for the farming community, and a reduction in EU farming subsidies. Try not to laugh it’s all true. As third world nations starve, we grow fuel!

    Ethanol is a hydrocarbon c2h5oh. Octane 104. The fuel is produced from a fermentation process from fast growing energy crops, sugar cane, wheat, maize, and sometimes bio-degradable waste animal feed and timber. The claim is that due to the renewable factor it has an advantage over fossil fuel. Vehicles can operate with up to 85% bio-content, with no operational disadvantages with high CO2 reduction. I can confirm from my European motorcycle tour this year, that e10 bio-ethanol fuel is widely available.

    Considerations
    Just before you dash out to join the Green Party, there are some technical considerations the government seems to have overlooked. Bio-ethanol fuel is corrosive, copper, aluminium, plastics and rubber list among its appetite. Just before I forget, there is a critical lubrication service update; this is due to an increase in fuel oil contamination.

    I think you’re starting to get the picture, now let’s focus on its combustion problems. It has a unique evaporation envelope around 78ºC. It also requires a significant increase in fuel quantity on cold start, often requiring a pre-heater system, and a much-modified ignition profile. However, on the positive side once efficient combustion is achieved the knock resistance affords a more aggressive ignition angle and increased cylinder pressures.

    I am going to focus on Audi who have offered a flexi fuel A4 since 2009! It could operate up e85 with no modification. To my knowledge there are no or very few bi-ethanol vehicles in the UK. You may have noticed warning stickers in the fuel filler cap on most vehicles, expressing non- bio compatibility.

    So, back to my point: Why is the uk government considering a pilot trial for e10? Currently all gasoline sold in the uk can have e5 content without any notification at the pumps.

    Requirements
    Moving on to the technical requirements, the Audi flexi-fuel engine is based on the 2.0 tfsi, with Bosch med 17.1 control. Sequential mapped ignition, with knock control, digital hot film air mass measurement. Fuelling is homogenous direct injection, with port injection on cold start. Intake cam adjustment with avs on the exhaust cam.

    Due to low vaporisation when cold, ‘autarkic cold start’ ,the air fuel mixture cannot form the required composition for ignition. Significant modification to con rods and bearings are required to withstand higher cylinder pressure. Modifications to the variable load in- tank pump components and wiring prevent corrosion damage. An additional digital fuel quality sensor is fitted to the
    low-pressure fuel line, this enables critical adjustment to thermodynamic fuel properties and ignition maps.
     
    Bosch injection control strategy includes injection on intake and compression, with multiple strike on compression when cold, with additional injection pressure of 150 bar. A new aluminium manifold with a port injector is fitted to avoid pre-heaters on cold start.
    The point I am trying to make here is not based on a simple pessimistic naivety, but a serious concern that not enough focus is being applied to a long-term strategic solution. Two key prerequisites will have to be recognised, the first is a reconstruction of social order around a coherent public transport system, and the second a recognition that private vehicle transport is a privilege and not an automatic right.


  • Andrew Page to supply new Castrol GTX range  

    Andrew Page and Castrol have entered into a partnership to supply the new Castrol GTX range, which celebrates its 50th anniversary in 2018.

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