BBK 2011-14 Camaro V6 & V8 Varitune Axle Back Exhaust Kit 41065
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By Counterman
It’s a common comeback: a failed starter covered in oil. Let’s break down why replacing it alone won’t fix the issue and how to prevent it.
The starter converts electrical energy into mechanical rotation to crank the engine. It relies on clean, dry internal components for proper operation. Engine seals, like valve covers, cam seals, rear main seals and oil pans, are designed to keep oil contained. When these seals fail, oil can leak externally and contaminate components mounted below, including the starter.
In some vehicle layouts, a rear main seal leak can travel along the bellhousing and reach the starter, though that depends on how the engine and transmission are positioned.
An oil-soaked starter can suffer internal damage to brushes and electrical contacts, leading to slow crank, intermittent operation, or no crank at all. Oil also attracts dirt, accelerating wear.
Heat plays a role as well. On vehicles where the starter is located near the exhaust, oil contamination can bake onto the housing and internal components, forming a varnish or sludge. That buildup can increase electrical resistance and further degrade starter performance.
In real world situations, a technician may replace the starter, only to see the new one fail prematurely. That often results in warranty returns, but the real issue is the unresolved oil leak continuing to contaminate the replacement unit.
Verify the starter concern, then inspect for oil contamination. Check above the starter for leaks from valve covers, cam seals, or rear main seals. ASE diagnostic logic emphasizes fixing the root cause before replacing components. The correct repair may involve replacing the failed gasket or seal. If immediate repair isn’t practical,
link hidden, please login to view can be used to help restore seal condition and reduce leakage. To apply, add it to the engine oil, do not overfill, run the engine to circulate, then drive normally. Most leaks stop within a few days of operation. If the starter is oil-soaked, the leak is the problem. Fix it, or the failure will come back.
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By Counterman
Schaeffler’s Vehicle Lifetime Solutions division announced the launch of repair solutions for Stellantis vehicles with an EMR3 axle.
The company explained that until now, when electric vehicles such as the Opel Mokka or Peugeot 208e experienced issues with the electric motor, reduction gearbox, or peripheral components of the power electronics, the only option was an expensive replacement of the complete e-axle. With the Schaeffler E-Axle RepSystem-M, the Schaeffler E-Axle RepSystem-G, and the Schaeffler Vitesco E-Axle PEU KIT, distributors and workshops now have access to repair solutions for the EMR3 axle, which is found in many Stellantis vehicles.
Repairing the e-axle: now also for Stellantis vehicles
The Schaeffler E-Axle RepSystem-G and E-Axle RepSystem-M, which are now available, enable workshops to repair the gearbox unit and the electric motor of the EMR3 axle. The kits contain bearings and seals specifically assembled for this application in original-equipment quality, as well as detailed repair instructions.
Complementing these, the Schaeffler E-Axle Repair Tool supports technicians in the contact-free disassembly and assembly of the rotor and stator. This allows workshop staff to carry out the repair with minimal physical effort and without having to work against the strong magnetic forces of the rotor. The tool also prevents any damage from occurring during the process.
“The workshop receives everything from a single source: the required spare parts, the repair instructions developed by our REPXPERT specialists, and the optimal tool for safe installation,” said Stephan Niese, director of global product management for e-mobility at Schaeffler Vehicle Lifetime Solutions.
New: solution for the power electronics
The Schaeffler Vitesco E-Axle PEU KIT will be available at the end of February. PEU stands for Power Electronics Unit, which is responsible for converting and controlling electrical energy.
“Failures of the PEU are caused by damage to supply lines or connecting parts – for example, as a result of animal bites,” said Niese. “Up to now, there have been no spare parts available for such damage around the EMR3 axle. A defective coolant hose could lead to replacement of the entire axle. With our new kits, workshops can now carry out these simple repairs around the PEU themselves.”
The first of the two available Schaeffler Vitesco E-Axle PEU KITs contains, among other things, a hose connector and clamps for repairing the cooling circuit. The other kit includes the shielding plate, screws, the signal wiring harness, and a sealing element, allowing these components to be replaced in the event of damage. As with the Schaeffler E-Axle RepSystems, these kits also come with detailed repair instructions that include all essential information required for OE-accurate installation – including bolt tightening sequence and torque specifications.
All core modules of the EMR3 axle covered
With the Schaeffler E-Axle RepSystem-M and G, as well as the Schaeffler Vitesco E-Axle PEU KIT, the
link hidden, please login to view division now offers repair solutions for all three core modules of the EMR3 axle: motor, gearbox, and power electronics. “The EMR3 has been used in Stellantis vehicles since 2019, and these vehicles are now mostly out of warranty and increasingly appearing in independent workshops. With our solutions, these workshops can now repair defective e-axles instead of replacing them completely,” Niese said.
The Schaeffler E-Axle RepSystems and the power electronics solution for Stellantis cover more than half a million vehicles registered worldwide.
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By Benz Injection
I’m planning a high-boost build on my OM606 and looking for the best exhaust manifold option. There are aftermarket units of stainless that purport to have more flow and better heat handling; I would like to hear from owners who have used them in actual construction. Who manufactures the best serious boost and performance increasing manifold of high quality? -
By Counterman
Schaeffler Vehicle Lifetime Solutions has expanded its e-axle repair solutions for electric powertrains. The expansion adds coverage for additional EV platforms and components. The update builds on E-Axle RepSystem-G and RepSystem-M launches from 2022 and 2024. The latest offering extends e-axle repair options for e-axles and subsystems, including electric motors and transmissions.
Expanded E-Axle Repair Coverage for EV Platforms
Effective immediately,
link hidden, please login to view offers new repair kits for several EV models. The kits include transmission focused E-Axle RepSystem-G options. They also include motor focused E-Axle RepSystem-M options. Coverage applies to the Hyundai Ioniq AE EV. Coverage also includes the Volkswagen e-Golf Mk7 in 100 kW and 85 kW versions. Additional applications include the Volkswagen e-up!, BMW i3, and Nissan Leaf. The expansion targets common EV applications in the independent aftermarket. Kit Based Approach to E-Axle Service
The new repair systems consolidate vehicle specific components into a single kit. Each kit includes a structured repair guide. Coverage supports e-axle transmission repairs through RepSystem-G. Coverage also supports electric motor service through RepSystem-M.
The portfolio provides workshops a technical alternative to full e-axle replacement.
link hidden, please login to view said the approach standardizes repairs across EV platforms and model variants. Aftermarket Demand and Distribution Strategy
The expanded coverage aligns with rising EV parc penetration. The expansion also reflects growing demand for serviceable electric driveline components. The kits target independent workshops seeking standardized procedures and reliable parts availability. The focus remains EV e-axle and motor repairs.
By broadening platform coverage across Hyundai, Volkswagen, BMW, and Nissan, VLS targets higher repair bay utilization. The strategy also improves parts commonality for distributors and service networks. Availability is effective immediately.
“The repair of electric drive systems is becoming a key success factor in the aftermarket,” says Stephan Niese, director of global product management E-Mobility at Schaeffler Vehicle Lifetime Solutions. “We make these repairs manageable and economical for workshops. With the right components, tools, and training, workshops can professionally and safely repair e-axles.”
Training and Tool Support for Workshops
VLS continues expanding digital training and repair information through the REPXPERT service brand. The program focuses on technician readiness for e-mobility service. Training modules address safe handling and diagnostic procedures. The content also supports standardized repair workflows for e-axles and electric motors.
The training resources support independent workshop adoption of EV driveline repair. The program complements the kit based parts strategy.
All E-Axle RepSystem-M repairs use Schaeffler’s E-Axle Repair Tool. The tool enables contact free disassembly and assembly of the rotor and stator. The design ensures precise component positioning.
The process supports consistent motor service quality. The method also reduces the risk of component wear during handling.
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By Counterman
Toyota made a name for itself in America by thinking small. At a time when American automakers were still clinging to V8 power, Toyota was quietly producing fuel-efficient compact cars and trucks powered by inline-fours. Beginning with the R series engine in the 1958 Toyopet Crown, the Japanese automaker would offer US drivers inline engines for the next 30 years before introducing its first V6 in the 1988 Camry. The VZ series sixes were soon followed by the first UZ series V8 with the debut of the 1990 Lexus LS400.
These early Toyota engine “families” are further identified by an alphanumeric code indicating the block’s generation, the engine family or series, and major features like fuel injection, turbocharging and valve angle. The leading number or numbers is a sequential accounting of each generation, followed by a letter (or pair of letters) assigned to the family, and finally, a suffix to highlight those variations in features. These family codes do not directly signify displacement, only the basic architecture of the block.
Over its 40-year run, the “R series” went through 22 generations, with the “final boss” being the ubiquitous 2.4L known as the 22R-E. Powering thousands of compact Hilux trucks and 4Runners along the way, it is still one of Toyota’s most beloved engines from the era. It was finally replaced by the RZ series in 1995, after the introduction of the Tacoma and T100 platforms. The 2RZ-FE was a 2.4L used in 4×2 Tacomas, while the larger 2.7L 3RZ-FE found a home under the hoods of 4×4 Tacomas, 4Runners and the midsize T100.
Toyota had helped popularize the compact pickup in America, but it soon found itself growing toward the lucrative full-size market. Thanks to a 3.4L 5VZ-FE engine available in the Tacoma and T100, Toyota finally had a V6 to help it move toward creating its biggest truck yet… the 2000 Tundra. This platform would be in direct competition with The Big Three, and required an optional V8 to compete effectively.
Using the aluminum Lexus 1UZ-FE engine as a starting point, the cast-iron 2UZ-FE was developed in Alabama specifically for the American market. At 4.7L, the four-cam, 32-valve engine proved capable, but was soon replaced by the UR series in two phases. The aluminum 5.7L 3UR-FE debuted in 2007, and remains the largest displacement Toyota V8 ever produced. By 2010, the smaller 4.6L 1UR-FE block had replaced the last of the UZ family engines. The 1GR-FE, a 4.0L V6, soldiered on between 2004-2015 as the “in-between” engine shared by both Tacoma and Tundra.
2021 would see the end of Toyota’s “growth” in the truck market. With the 2022 model year, the V8 quietly disappeared, leaving Toyota with a series of 4 and 6 cylinder engines featuring their “Dynamic Force” engine technologies. These turbocharged “I-FORCE” engines are (once again) a 2.4L in the Tacoma and a 3.4L in the Tundra, with hybrid versions of each engine receiving an “I-FORCE MAX” designation.
Thirty years on from the first Tacoma (and 20 since the Tundra), Toyota has returned to its beginnings. With small displacements, big efficiencies and a reputation for building reliable vehicles on a global scale, Toyota is still Moving Forward.
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