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Gates Subaru Stretch Fit Belts: 2008-2010 Subaru Impreza/Outback/Forester 2.5L
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By Counterman
The three “F”s may sound like a report card we wanted to hide from our parents, but in our industry, they refer to form, fit and function. They are the cornerstones of quality in the aftermarket, and heavily referenced when describing your product offerings. From an engineering standpoint, they are critical considerations when producing an aftermarket component designed to duplicate (or upgrade) an OEM design.
Form refers to dimensional and material specifications, and affects the look, feel and even weight of a component. In some enthusiast circles, finish may also be an important consideration. Form is critical for identification, as well as perception of quality.
Fit allows a part to be attached to other components or work in harmony with other parts in a subassembly or system. Fine tolerances are often critical to proper fitment between two or more parts, and fit often follows form from a design and engineering standpoint.
Function is the ability of the product to perform the intended duties of the original design, and may also include considerations of durability and longevity. In most cases, function is the ultimate goal of a replacement part, with fit and form contributing to this functionality.
In many cases, the form, fit and function of an aftermarket part is an exact duplicate of its OEM counterpart. For some components, patent or licensing considerations may prevent an aftermarket provider from creating exact replicas of certain components. When these legal limitations prevent a reputable company from reproducing a design, modifications to the form (which do not affect fit and function) can often allow a manufacturer to produce a suitable replacement. This is not to say that “knockoff” parts are suitable replacements for aftermarket or OEM offerings. The vague or intentionally deceptive origins of gray market and counterfeit parts are a problem for everyone from the supplier to the end user, and undermines the intellectual property rights of both OEM and aftermarket manufacturers.
Beauty is only skin deep, and it’s often what you can’t see that makes the difference between a great part and a potential failure. This is most obvious with counterfeit parts, where the form is often the only aspect of the product that matches the original. The use of inferior materials or other cost-cutting measures make reliability and durability a gamble when compared to the genuine article. When it comes to labor-intensive repair parts like a rear main seal, or safety items like brake parts, the fit, form and function are all critical aspects of the manufacturing process. For others, fit and function are enough to get the job done, especially if the form represents an enhancement to the original design, or an upgrade in performance and durability.
I recently replaced a window motor on my personal vehicle, using a national aftermarket brand. In addition to the new motor were a half-dozen plug-and-play jumper wire adapters, allowing this single SKU to fit multiple applications. While the form was slightly different than the OEM or another brand’s reman offering, the fit and function were excellent, and that single SKU replaces five other units on my store’s shelving. It was a win for me both professionally and personally!
Sometimes, the OEM doesn’t get a design quite right, and the aftermarket sees an opportunity to upgrade a flawed or poorly-conceived part. The increased use of plastics in parts design has led to a few notorious failures. In the late 1990s, we began to see repeated failures of sway bar links on the Ford Taurus. We collectively shook our heads at the OEM plastic design, and replaced them with aftermarket steel links. As these vehicles aged out of the market, it became one of those “remember when?” stories passed to new counterpeople…. until Chrysler inexplicably duplicated the design for its Jeep Renegade and Compass models! The aftermarket came to the rescue once again, and now, even the OEM has upgraded its original plastic links to a steel design.
One of the greatest advantages we have over the OEM is our diversity. With hundreds of aftermarket manufacturers creating (or re-creating) replacement parts, the potential for innovation and the sheer number of resources at our disposal gives us more options than those offered by the OEM. Our adaptability and willingness to work outside the confines of an OEM catalog also give us the freedom to find creative or unorthodox solutions to our customers’ problems.
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By Counterman
You might not be able to see it, but an accessory-drive belt is always both speeding up and slowing down. When a piston accelerates downward after the ignition of the fuel and air, the crankshaft speeds up and then slows down as it reaches the bottom of the stroke. These changes in speed are minimal, but big enough to cause problems over time.
If the pulses aren’t minimized, they can hammer the belt and the attached rotating components. On a four-cylinder engine, the degrees of rotation between power pulses are greater than on a V-8 – so the amount of change in speed on the four-cylinder pulley is greater than on a V-6 or V-8. This has a direct effect on how the belt system is designed.
The belt-drive system is working hardest when the engine is at idle. When the engine is below 1,000 rpm, the alternator, A/C compressor and power-steering pump are putting the greatest strain on the belt.
Some of the forces can be taken up by the belt slipping on the pulleys. But, slipping causes friction and wear on the belt, as well as flutter. Over time, the slipping can get worse as removal of material from the ribs causes the belt to bottom out.
There are three components that help to keep the belt on the pulleys without slipping. The tensioner, harmonic balancer and decoupler pulley work together to keep the accessory-belt system quiet and the belt lasting until the replacement interval.
Tensioner
The tensioner applies force on the belt. Some tensioners have devices that dampen the movement of the spring and arm, helping to keep constant force on the belt even under a wide variety of conditions.
Harmonic Balancer
The harmonic dampener puts a layer of soft material between the crankshaft and outer ring of the pulley. The material helps to dissipate the power pulses and resonant frequencies. While the dampener may only flex one or two degrees of movement, this takes a lot of strain off attached components.
Decoupler Pulley
Some alternators have a decoupler pulley. This device serves two purposes. First, it helps to decouple the pulley from the alternator with a one-way clutch. The decoupler reduces parasitic losses by not having to fight against the momentum of the armature in the alternator while the engine is decelerating and accelerating.
Some decoupler pulleys have a spring and friction dampener to reduce vibration. When an alternator decoupler pulley is compromised, it can no longer absorb the same level of abuse, which has a trickle-down effect throughout the system.
Alternator decouplers and pulleys should be inspected every 10,000 miles for wear. Early design versions have a service life of 40,000 to 60,000 miles, with more recent versions lasting more than 100,000 miles.
When inspecting a decoupler or pulley, there are two signs that replacement is needed. First, after shutting down the engine, if there’s an audible buzzing, the bearings in the pulley have likely failed. The second sign depends on whether the vehicle has a one-way clutch (OWC), overrunning alternator pulley (OAP) or decoupler (OAD).
With the inspection cap/cover removed and the center locked, turn the pulley or decoupler with the appropriate tool. If it’s an OAP or OWC, the pulley can only be turned in the clockwise direction. If it’s an OAD, a counterclockwise turn will reveal a noticeable increase in spring force; a clockwise turn will only have slight resistance. The tensioner, harmonic balancer and decoupler pulley work together to keep the belt in contact with grooves in the pulleys. The three components are engineered together to match the engine. If one part is compromised, all are compromised, including the belt.
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By deeant
Hi, i'm new here! Driving Subaru Forester 2010, and my car door fuel is worn-off. It has visible cracks and somewhat being neglected, anyone familiar with this product or has anyone tried this?
Thanks!
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