Okay, let's talk about alternators
 More generally, let's talk about "remanufactured" auto parts such as you can buy from parts stores and other lines of part supply. In one word, they're garbage. Don't buy them. I've got a good friend in the rotating-electrics industry; I've seen what goes into the "remanufactured" parts, and it's pure junk, through and through. Low-bid, low-spec Chinese consumables that don't even come close to meeting the OEM spec. And yes, that's even on the "lifetime" units.

The popular media are largely getting this wrong in predictable ways.

ADB means adaptive driving beam. It is a camera-driven system that keeps
track of the position of other road users relative to the equipped car,
and selectively, dynamically shadows them out of what is otherwise a
high-beam light distribution. In theory, and as implemented everywhere
outside the USA, it resolves the century-old conflict between seeing and
glare; it removes the constraints exerted by static low and high beams.
(low beams of any and every kind give inadequate seeing light due to the
need for glare control).

Rest-of-world ADB systems can reduce glare and increase seeing to a much
greater degree than what NHTSA has just specified. What NHTSA has said
(finally, after over a decade's worth of foot-dragging) amounts to
"Sure, you can have ADB, as long as it is within the constraints that
also apply to fixed beams". They've said the shadow zone cannot be less
intense than a fixed, static low beam would be at that point in space,
and the un-shadowed zone cannot be more intense than a fixed, static
high beam would be at that point in space—thus kneecapping both of ADB's
advantages.

The infrastructure law instructed NHTSA, in black-letter text, to allow
ADB in accord with SAE J3069 (which in turn more or less amounted to a
conversion of the rest-of-world UN standard into terms compatible with
the US legal system). NHTSA has asserted, at great length, that "NHTSA
shall permit ADB in accordance with SAE J3069" doesn't actually mean
they have to allow ADB in accordance with SAE J3069.

Specific headlamps and taillights are specified for the testing (2018
Ford F-150 and 2018 Toyota Camry headlamp and taillight, 2018
Harley-Davidson motorcycle headlamp and taillight, , but these, like all
other components, will eventually go out of production. The Harley
headlamp originally specified already went out of production while NHTSA
were taking their time writing this rule! NHTSA makes a vague claim that
they imagine later-year headlamps will be substituted by some future
amendment to the regulation, but NHTSA's track record on that kind of
thing is extremely poor; most likely this will become yet another
problematically outdated aspect of FMVSS 108.

Most US headlamps since 1999 have not been horizontally aim-adjustable,
for reasons that were spurious when codified by NHTSA 25 years ago.
Horizontal aimability is utterly necessary for ADB, and is made
unnecessarily expensive and problematic because NHTSA requires either
that headlamps be non-adjustable or that an aim indicator device be
present that proved expensive and unreliable.

In other words: yet again, now ADB (per the international standard) has
been working great with zero problems for 16 years and millions of
miles/kilometres, here comes NHTSA to say "We're right and the stupid
rest of the world is wrong" and issue a regulation that will make
US-spec ADB systems significantly inferior to those in the rest of the
world, and more expensive to make, and not compatible with rest-of-world
systems (thus even more expensive because duplicative engineering,
production, etc).