Category Archives: Hyundai

Hyundai or Kia Timing Belt Tensioner – A Technical Tip from Gates

screen-shot-2016-11-02-at-09-27-45Timing Belt Tensioner Installation and Setup
After performing a thorough analysis of the timing system on these vehicles, Gates Engineers have determined a need to highlight proper installation and setup procedures of the timing belt tensioner. This tensioner is a spring type automatic tensioner with eccentric adjustment for setting the initial tension. Tension in the drive is increased by rotating the eccentric counterclockwise as indicated by the arrow stamped on the tensioner.

OEM instructions state to rotate the eccentric counterclockwise using an Allen wrench until the pointer is centered in the window as illustrated below. The instructions then dictate to torque the mounting bolt to the indicated specification. The specified torque value varies depending on the application, and as a result, one should reference the accompanied table for the proper spec.

The torque procedure is as follows: Turn the mounting bolt clockwise while applying counterclockwise pressure on the tensioner via the eccentric with an Allen wrench.

screen-shot-2016-11-02-at-09-27-36Once the mounting bolt is torqued, verify correct tension in the drive by turning the engine two complete revolutions. If the pointer is still centered in the window, proceed with reassembly. Otherwise, loosen the mounting bolt and repeat the procedures above.

Although this bulletin outlines the procedures for installing and setting up the timing belt tensioner, always verify all manufacturer recommended procedures and torque speci cations as they are subject to change.

screen-shot-2016-11-02-at-09-27-57

What is DSG clutch technology?

Since 2008, many new VAG models have been equipped with the new seven-speed dual clutch gearbox (DSG) with an LuK dry double clutch (2CT) system, or – since 2004 – a six-speed wet clutch version which also features an LuK dual mass flywheel (DMF). You will find the six-speed version mostly fitted to larger, high powered vehicles, such as the Passat CC, whilst the seven-speed is being fitted to the ever more popular range of smaller vehicles throughout the range, such as the Polo and Golf.

Best of both worlds
These high-tech state-of-the-art transmissions are designed to incorporate the best advantages of both automatic and manual gearboxes. Automatic transmissions are able to offer superb driving comfort thanks to an automated gear shift and uninterrupted traction, whilst manual transmissions are sporty, fun and economical. A twin clutch system therefore combines the comfort of an automatic with the agility of a manual, along with incredibly smooth and fast gearshifts.

Technically, a DSG is an automated shift gearbox featuring two gear sets which operate independently of each other, thereby enabling fully automatic gear change without traction interruption. There is no clutch pedal and the conventional gear lever has been replaced with a lever with integrated Tiptronic function.

The image below shows a cutaway shot of an LuK Dry Double Clutch

As gear changes are fully computer controlled, it is much more difficult for poor or aggressive drivers to cause damage or premature wear to the system, which should help to optimise the expected service life of the clutch and gearbox components. Like conventional singledisc clutches, the dry double clutch of the seven-speed DSG is also located in the gearbox housing.

There are no drag losses as it is not oilimmersed, increasing engine and fuel efficiency whilst also making repairs less complex. From a technician’s point of view, the gearbox and clutch electronics (mechatronics) are diagnosable, so the system can be read using suitable diagnostic equipment. A full system reset – which puts the mechatronics unit into ‘Learn Mode’ – is required after every clutch replacement, again a simple function as long as you are using the correct equipment.

Since the clutch fitted to the Volkswagen six-speed DSG is oil-immersed (known as a wet clutch) it tends to wear at a much slower rate than equivalent dry clutches. However, there is the possibility that the DMF could wear and require replacement, especially as this transmission has been fitted to Volkswagen Group vehicles for more than 10 years. Fortunately, in a twin clutch transmission – and for the Volkswagen Group DSG in particular – this can be a much simpler task than for a conventional system, as the clutch is not bolted directly to the DMF.

No special tooling or training should be required for experienced clutch mechanics to be able to manage a twin clutch DMF replacement, and as the original equipment manufacturer of the dual mass flywheel for the six-speed Volkswagen DSG, LuK is on hand to supply the replacement DMF unit to the aftermarket as required.

The LuK Dry Double Clutch in-situ

The LuK designed and manufactured seven-speed dry clutch system also features a DMF that is not directly bolted to the flywheel and is just as simple to replace when worn. LuK engineers have also been investigating the potential for a complete replacement twin clutch kit solution for the UK aftermarket.

A range of original equipment components, specific tools and bespoke training programmes have already been designed and developed, and LuK is currently assessing the size of the opportunity for independents to offer the owners of vehicles coming out of the warranty period a viable aftermarket option when it comes to buying a replacement twin-clutch.

Due to its success with the DSG, the Volkswagen Group has already announced that more than 40% of the cars they produce will be fitted with a dual clutch system by 2012, and this has not gone unnoticed in the automotive world. With the improved fuel economy and lowered emission levels it can help provide, many other vehicle manufacturers are now beginning to specify twin clutch transmission systems to help keep in line with ever more stringent Government legislation.

Vehicle producers that are currently using twin clutch systems, or who are developing new versions to use in their range include: Audi, Ford, Honda, Hyundai, Mercedes-Benz, Renault, Seat and Skoda. LuK, as ever, will be at the forefront of this rapidly growing market, thanks to its ongoing commitment to innovation, technology and quality.

The benefits of a dual clutch system

• Combines the ease of an automatic transmission with the responsiveness of a manual gearbox
• Similar to an automatic transmission, but with excellent fuel efficiency
• No power interruption during torque transfer
• Significant reduction in CO2 emissions

How to fit a clutch on a Hyundai Tuscan

MODEL: Hyundai Tuscan 2.0 2WD Petrol; 2007
RECOMMENDED LABOUR TIME: 5 hours (Gearbox remove, clutch replaced, gearbox re-fitted)
“It’s important to ensure that the release bearing is always replaced if the clutch and/or DMF are worn out.”

The Hyundai Tucson has been around since 2004 and is now into its second generation. Since 2004 it has had minor trim improvements but in 2009 a completely new design was launched. It has various engine and transmission options and trim options to suit.

Compact SUVs are a popular choice of vehicle and the chance of one arriving at an independent workshop is highly likely. The vehicle may be fitted with alloy wheels so, before starting the repair, make sure that the locking wheel nut key is available. For this repair we used a two-post ramp, an engine support, two long axle stands and a transmission stand and cradle.

Open the bonnet and first remove the battery, stowing the battery cables safely. Once this has been done the battery tray can also be removed. Disconnect the air flow sensor cable and stow safely out of the way.

Disconnect the air duct and hose assembly and remove. Remove the air cleaner assembly which will expose the top of the gearbox. Disconnect the reverse light and speed sensor connectors and stow.

Remove the top nut holding the clutch release lever in position and remove the two bolts that hold the external slave cylinder in place on the top of the gearbox .

Stow the lever and slave cylinder safely out of the way.

Remove the clips that hold the gear linkage cables and pop them out of position. To make access a little easier to the top bell housing bolts, remove the horse shoe clip that holds both gear link cables into the retaining bracket and stow the cables safely. Remove the four top bell housing bolts, making sure you take note of the different sizes so they are installed correctly when refitting the gearbox. Install the engine support and then remove the top gearbox mounting bolts and mount. Raise the vehicle carefully.

Remove the plastic under-tray and drain the gearbox oil. Remove both front wheels and remove the N/S drive shaft nut. Remove the bolts from the N/S and O/S bottom ball joints and disconnect both of them from position. Remove the N/S drive shaft completely. The O/S drive shaft can just be removed from the gearbox side and supported safely by using bungee ties.

Support the steering rack using two bungee ties and remove the two bolts and bracket that hold the rack to the rear gearbox mount.

Support the sub-frame using the long axle stands and remove the subframe bolts. Remove the two centre bolts from the front and rear gear box mounts.

Carefully lower the sub-frame and move completely out of the way.

Support the gearbox using the transmission jack and cradle, making sure that all the wiring harness and pipes are clear from the gearbox. Remove the remaining bell housing bolts, separate the gearbox from the engine and carefully lower the gearbox to the floor. Remove the worn clutch and release bearing.

Check the flywheel for signs of heat stress or excessive wear. If the surface of the flywheel is to be skimmed, make sure that the same amount is taken from the clutch bolting surface. Failure to check and rectify these areas may cause the clutch to operate incorrectly. Clean the bell housing and remove any debris. If any oil leaks are visible then these must be repaired before refitting the gearbox. Before fitting the new clutch disc, make sure the input shaft is clean and free from any wear.

Put a small dab of high melting point grease (not a copper-based product) on the first motion shaft splines and make sure the new driven plate slides freely back and forth. This not only spreads the grease evenly but also makes sure you have the correct kit. Wipe away any excess grease from the shaft and driven plate hub. Using a universal alignment tool and checking the driven plate is the

correct way round (note “Getriebe Seite” is German for “Gearbox Side”), the clutch can be bolted to the flywheel evenly and sequentially.

Make sure any dowels have not become dislodged or damaged and replace any that have. Install the gearbox and make sure the bolts are secured and all mountings are refitted before removing the supporting transmission jacks. Refitting the remaining components is the reverse of removal.

For the latest in online support log on to www.repxpert.com.

DMF CHECKPOINT ARRIVES
To accurately check if a DMF needs replacing due to wear, mechanics need to be aware of the correct operating tolerances and bolt torque settings that are unique to each DMF. You can now simply enter a LuK DMF part number into the DMF CheckPoint App and instantly see all of the information you need to be aware of before carrying out a professional repair. This includes:

  • Maximum Freeplay using the DMF special tool (degrees)
  • Maximum Freeplay without using special tool (no. of ring gear teeth)
  • Maximum Rock with or without using the DMF special tool (mm)
  • Friction control device details
  • Do the bolts need replacing and are they included with the DMF?
  • DMF bolt torque settings

Available to download from iTunes for Apple devices and Google Play Store for Android, DMF CheckPoint is an invaluable tool for technicians who regularly service and repair modern clutch systems that include a DMF.