Quiet Effective Brakes - Noise, Vibration and Harshness (NVH)

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Skoda Octavia 2.0TDI Dayco Timing Belt Kit Installation

The 2.0-litre TDI diesel engine used in the Octavia from 2008, features a timing belt driven water pump. As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommend that all the systems’ components - primary drive and auxiliary drive - be replaced at the same time.
This step-by-step technical guide will help technicians through the process, to avoid complications and ensure a first-rate job.

As with all primary drive system jobs, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours.
Remove the plastic cover to reveal the engine, followed by the mudguard moulding under the right hand wheel arch, which will allow access to the auxiliary drive system, then remove the tensioner and auxiliary belt.
Remove the tie rod beneath the engine and then the crankshaft, or TVD, pulley in order to remove the lower and central timing belt covers. Then from the top of the engine move the differential pressure sensor of the FAP with its bracket and the electric fuel pump with its bracket, followed by the fuel filter and cooling circuit tank, to be able to then remove the top timing belt cover.
Remove the lower bolt of the engine mounting bracket flange, correctly support the engine and then remove the upper right engine mounting bracket, followed by the bracket flange.
Rotate the crankshaft clockwise to match the timing reference marks on the pulley and lock the pulley in place using Dayco
tool T10050 (figure 1).

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Euroflo - Ultra Premium Emission Systems

With what is already the biggest range of Exhausts, Catalytic Converters and DPFs in the UK aftermarket, you might think that EuroFlo are happy to rest on their laurels. Well, it couldn’t be further from the truth

Every year EuroFlo develops and delivers hundreds of brand new part numbers into their already huge range.
So, how does that happen? The answer may surprise you...

Planning & Development
The planning and development of a new EuroFlo part number begins as soon as a new vehicle arrives on the roads.
The first step is to create a part number for each component which enables them to accurately gauge customer demand when it begins. They carefully record all requests and when demand is deemed to be sufficient, actual part number component
development begins.
The first step in the development process is to purchase several original equipment samples. These samples are carefully studied,
measured and de-constructed. Using specially designed software, EuroFlo engineers determine precisely the type of raw material to use for each component, as well as all of the operations required to produce it. The software also helps to identify the correct tooling, settings and tolerances.

Quality Control Plan
Once they have all of the required measurements and related information, they create a Quality Control Plan which specifies a detailed set of instructions for manufacturing every single individual component which will make up the new part number.
This Quality Control Plan is used during production to enable operators to assess and maintain the highest quality standards at each step of the production process.

Bullet Proof Jigs
Jig construction now begins. Jigs are an essential tool for exhaust system production and a major investment.
Exhausts are increasingly complex in design and in order to achieve their market leading quality standards, the jigs have had to become even better. When properly engineered, constructed and maintained, jigs are the best practical way of guaranteeing intricate and complicated geometric specifications are met, so consistently ensuring good fitment experiences.
In order to prevent thermic deformation, a great deal of planning goes into the location of fixation devices such as pins, levers, clamps and stoppers.
Highly engineered, heavy duty ‘bullet proof’ jigs are a feature of EuroFlo production, ensuring high quality products and consistent fitment every time.
All jigs are approved and signed off by the Quality Controller before being released into the production process.

Preliminary Production
preliminary production begins  with a short run which enables them to fully test the production process. At this point,
they enable feedback from the operators who may suggest more efficient processes to optimise production. All suggestions are considered by the Production Director, who decides whether to implement them.

Testing & Homologation
When the new component goes into production, homologation certification is carried out by performing real life tests on a specification approved vehicle by an official approved testing centre.
These tests ensure that the new EuroFlo product performs at least as well as (and often better than) the OE product.
Only once they have carried out all of these steps, can they release the new component into the marketplace.

National Distribution Centre
The new products are moved into their National Distribution Centre to join the existing stockholding of approximately half a million exhausts, catalytic converters and DPFs.
Every day thousands of EuroFlo emissions components are dispatched from the National Distribution Centre to 10 strategically located regional distribution centres, ensuring that stock is
available when required.

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HELLA, the renowned original equipment (OE) manufacturer and system supplier, has more than 60 years of experience in the fields of electrics and electronics, stretching back to the introduction of the first flasher control units in 1957. Now an established supplier of innovative vehicle electronics globally, the company pioneered the 24 GHz radar sensor for rear end applications, paving the way for further automated driving functions, and was the first supplier to bring radar sensors into the aftermarket. This business segment now makes up 34% of its sales.

The HELLA electronics portfolio includes more than 45 product groups and covers vehicle functions such as emissions, comfort and safety. One of the company’s fastest growing aftermarket product lines is wheel speed sensors, or ABS sensors as they are otherwise known, reflecting the demand for replacements that come from independent workshops country wide.

Overview
Wheel speed sensors come in passive and active designs, but both are equipped with cables, with or without protective covers, in different lengths and with sensor angles at 90 degrees or straight.

Passive sensors
The wheel speed sensors are positioned directly above the impulse wheel, which is connected to the wheel hub or drive shaft. The pole pin, surrounded by a winding, connects to a permanent magnet whose magnetic effect extends to the pole wheel. The rotation of the impulse wheel and the resulting switching from tooth-to-tooth space brings about a change in the magnetic flow caused by the pole pin and winding. This changing magnetic field induces a quantifiable, or measurable, alternating voltage (AC) in the winding. The frequency and amplitudes of this AC voltage are in relation to the wheel speed, so inductive passive sensors do not require a separate power supply from the control unit. Since the range for signal detection is defined by the control unit, the amplitude level must be within a specific voltage range. The distance between the sensor and the pulse wheel is determined by the axis design.

Active sensors
The active sensor is a proximity sensor with integrated electronics that is supplied with a defined voltage from the ABS control unit. A multipole ring can be used as an impulse wheel while at the same time being integrated in a sealing ring of a wheel bearing and inserted in this sealing ring are magnets with alternating pole directions. The magneto-resistive resistors integrated in the electronic circuit of the sensor detect an alternating magnetic field when the multipole ring rotates. This sinusoidal signal is converted by the electronics in the sensor into a digital signal. It is then transferred to the control unit as a current signal using the pulse-width modulation method. The sensor is connected to the control unit via a two-pole electric connecting cable and the sensor signal is also transmitted at the same time over a power supply line. The other line is used as a sensor ground.
In addition to magneto-resistive sensor elements, nowadays Hall sensor elements are also fitted, which permit a larger air gap and respond to the smallest of changes in the magnetic field. If a steel impulse wheel is installed in a vehicle in place of a multipole ring, a magnet is also affixed to the sensor element. When the impulse wheel turns, the constant magnetic field in the sensor changes. The signal processing and IC are identical to the magneto-resistive sensor.

At-a-glance advantages
• Wheel speed detection from standstill that facilitates speed measurements down to 0.1 km/h, which is relevant to traction control systems as soon as the vehicle accelerates
• Hall sensors detect forward and backward movements
• The sensor is in design smaller and lighter
• The lack of impulse wheels simplifies the power transfer linkage
• Less sensitive to electromagnetic interference
• Changes in the air gap between the sensor and magnetic ring have no direct impact on the signal
• Virtual insensitivity to vibrations and fluctuations in temperature Quality and range

As wheel speed sensors are an integral part of the vehicle’s driving safety system, replacing a faulty sensor with one of OE quality should be the natural choice for the independent workshop and helpfully, HELLA provides the ideal solution with more than 340 12-volt part numbers, for multiple applications, including numerous models within the BMW and VAG line ups.
However, it's not just the passenger car sector to which HELLA’s range extends, as its 24-volt offering includes 48 part numbers that cater for several relevant truck, bus and trailer manufacturers, including BPW, DAF, Iveco, Kogel, Krone, Liebherr, MAN, Mercedes Benz, Renault, Scania, Schmitz Cargobull, Tata, and Volvo.

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Sensored!

With the growing demand for today’s vehicles to be more economical and environmentally-friendly while retaining performance, it is becoming more and more vital to fit the right sensors.

NTK lambda sensors are the No.1 choice of vehicle manufacturers (VMs) providing exactly the right sensor for every vehicle application.

They give:
Improved engine efficiency
Reduced emissions
Increased economy

The experience NGK has in supplying the VMs worldwide allows them to offer exactly the right sensor for every vehicle application with 986 part numbers giving 76 percent coverage of European vehicles.

NTK is also a leading supplier of other engine management
sensors including:

NTK Camshaft and Crankshaft Sensors – comprising more than 200 UK-specific part numbers with excellent UK vehicle parc coverage.

NTK MAF & MAP Sensors - A range of 87 NTK Mass Air Flow (MAF) sensors and 69 Manifold Absolute Pressure (MAP) sensors.

NTK Exhaust Gas Temperature Sensors – with 38 part numbers covering 33 million cars.

Technical Tips for NTK Lambda Sensors:

Lambda sensor positioning in the exhaust system has many descriptions throughout the automotive industry, which can differ from that read on fault diagnosis equipment. For ‘sensor 1’ it is also known as regulating, front, upstream, pre-cat or upper.
For ‘sensor 2’ they can be referred to by some as diagnostic, rear, downstream, post-cat or lower.

To aid factor selection and correct supply first time, a fault code relating to ‘sensor 1’ and ‘sensor 2’ are commonly referred to on the factors’ parts look-up systems as ‘front’ and ‘rear’ respectively. Referring to them as such can avoid delay and ensure correct
supply first time.

When recorded fault codes relate to the Lambda sensor heater control, suspect the entire circuit. To eliminate the sensor; check there is a resistance reading between the two Lambda sensor heater wires (most commonplace between many sensor manufacturers are the two white wires). No continuity confirms the element is broken. Ensure any reading is aligned within the VM’s tolerance.

Sometimes a fault code can be read that correctly relates to an issue with the Lambda sensor and replacing it can cure the issue. However, upon the removal of the sensor, closely inspect the inside of the connector for any oil contamination – however slight.
On some vehicle models it is known for an engine oil leak to allow oil to enter the wiring loom. This can then migrate to other areas of the loom via capillary action.

Sometimes fault codes are recorded for Lambda ‘sensor 2’ (rear). Garages sometimes say the sensor they need has more wires than the one supplied. NOx sensors always have more wires than a Lambda sensor and outwardly are very similar in appearance,
the Lambda sensor will be close by!

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