Timing Belt and Multi

Transcription

www.bergab.ru Берг АБ [email protected] Тел. (495)-228-06-21, факс (495) 223-3071
The complete garage guide to choosing and using
Timing Belt and
Multi-V Belt Kits
2
Don’t take chances with the life
of your customers’ engines.
Become an expert in timing
and multi-V belt inspection
and installation.
A number of factors put greater stress
than ever on automotive belts:
• Today’s automotive engines
operate at higher temperatures
and at greater.
• Today’s engines generate more
horsepower loads.
• Today’s aerodynamic designs
generate higher temperatures
under the hood.
• Today’s engines need to drive
more auxiliary equipment
• Pulley diameters have been made
smaller to save space under the hood.
For optimum performance and safety,
SKF recommends that the belt, belt
tensioner units and idler pulleys of the
timing system or the auxiliary drive
all be changed at the same time.
Whatever the source of damage to
the belt (too much or too little
tension, vibration, high temperature,
or misalignment, it is highly probable
that other rotating components in the
system have been affected. If they are
not changed together with the belt,
early breakdown may result.
Even worse, a broken timing belt
could destroy your customer’s engine!
If a car has an “interference” engine,
a broken timing belt an result in an
open valve being struck by a moving
piston. This can damage valves,
pistons, cylinder head and walls.
Protect your customers’ investment—
and your garage’s reputation—by
replacing the belt before it breaks—
and by doing the complete job with
high quality replacement components
from SKF.
TABLE OF CONTENTS
Introduction .............................. 2-3
Protection and profitability............ 4-5
Troubleshooting
and failure analysis .................... 26-31
Technical overview .................... 6-9
Good practices
and helpful hints ........................ 32-33
SKF brand kits
and components ........................ 10-13
Setting up automatic tensioners...... 34-37
Removal and fitting instructions......14-15
Timing and mulit-V belts in the news 16-17
Freqently asked questions ............ 18-19
Fitting times.............................. 20-25
SKF Mounting Maunal .................. 38-39
SKF multi-V belt kits....................40-41
Setting correct belt tension............42-49
Other SKF kits ............................ 50-51
Keeping your customers’ cars running
efficiently and safely is a good way to
earn their trust and build your business.
SKF website .............................. 52
2
3
120
More timing belt applications.
The world’s drivers have continued to press for more
responsive, yet more efficient automobiles. The automotive
industry has responded with efficient, overhead cam,
multi-valve engines driven by timing belts. The dramatic
increase in the use—and complexity—of these belts has
created new profit opportunities for garages.
New belt designs.
Generic timing belts, made of standard materials with
standard tooth profiles, are a thing of the past. New
generation belts are vastly improved, providing the increased
durability and smoother performance characteristics demanded
by today’s engines—and your customers.
Until 1985, the standard material for timing belts was
neoprene. Today the preferred materials is HSN
(highly-saturated nitrile). Though belts made of HSN
appear no different from neoprene belts, they offer far
better performance in the high-temperature engine
compartments of today’s vehicles. All SKF timing
belts are made of HSN.
New HSN Applications
Exceed Neoprene Applications
Since 1986
100
100
(Based on USA Vehicle Sales)
80
80
Cumulative New Applications 1986-1994
Protection for your
customers. Profits for you.
High-performance materials.
120
60
40
20
60
40
20
0
0
1986
1990
1994
Fast Facts
Increased engine demands required tougher, more durable timing belts.
Belts made of HSN cost more—but the added performance makes them
the best value
Application-specific tooth profiles.
The earliest timing belts had a trapezoidal tooth design. But the need to
meet more demanding applications resulted in the development of belts with
curvilinear and modified curvilinear profiles. These different tooth profiles
are not interchangeable: it is critically important to select the correct belt for
every application.
Trapezoidal
Belts may look alike, but they are not interchangeable.
Correct tooth profiles are critical.
Timing belt failure can result in not just inconvenience, but
costly engine damage
The cost of the belt is only 5%-10% of changing the belt.
Your customers will agree that it’s a small price
to pay for peace of mind.
Curvilinear
Modified Curvilinear
4
5
Technical Overview
Belt tensioner unit
In today’s modern automotive engines, there has been a quiet revolution. The
need to run more auxiliary equipment, combined with efficiency demands and
noise reduction, has caused new belt and tensioner systems to be developed.
At first, tensioners were of a fixed nature, usually of metal design. The were
simple to install: just set tension and tight. Today, tensioners more likely include
an internal spring or external damper, and non-metallic components are
becoming more common. This illustration provides an overview of a modern
belt and tensioner system.
The belt tensioner unit sets the right tension and provides guidance for the belt.
The adjustment of tension during mounting is achieved by means of an eccentric or
by means of a spring acting against a rear plate.
• Optimised vibration
and noise
Main designs currently used are shown here:
• Robust design
• High flexibility
• Crack and wear
resistance
• Temperature range
of -40ºC to +120ºC
• Belt life of 160,000 km
or 10 years
Camshaft pulley
Belt tensioner unit
Timing belt
Water pump pulley
Crankshaft
• High load-transmitting
capacity
The automatic belt tensioner unit, with its built-in spring and friction system,
maintains a constant tension of the belt while the engine is running.
Engine front end drive
Idler pulley
Function and
Characteristics
of Multi-V belts
Belt tensioner unit (BTU)
with an eccentric
Injection
pump pulley
Power
steering
pump
Automatic BTU
with a damper
Crankshaft pulley
Alternator
pulley
Belt tensioner unit
Multi-V belt
Air conditioning
compressor
Automatic BTU with a built-in
springand friction system.
The crankshaft drives the camshaft(s) and actuates the valves via a belt or a
chain. Due to its advantages compared with those of a chain, namely reduced
space, as well as lighter and quieter running, the timing belt is widely used by
car manufacturers.
Auxiliary drive
The crankshaft drives auxiliary components (alternator, air conditioning
compressor, power steering pump, ...) via a V or multi-V belt.
6
Belt tensioner unit (BTU) with a rear plate
7
Technical Overview, continued
Timing Belt
The timing belt teeth are of eighter a curved or trapezoid section. Each individual
design can be seen from the product list.
Idler pulley
The idler pulley is fixed and allows the belt to be correctly wound around the
driven component. Main designs currently used are shown here:
Idler pulley with rear plate
Idler pulley
Timing belt construction
The timing belt is manufactured with a fibre-glass or steel braided laminated inner
core, coated with synthetic rubber or neoprene.
Multi-V belt tensioner pulley
When the auxiliary belt drives several components, belt tensioner pulleys are
used for guiding the belt and keeping correct tension along the whole length of
the belt. The pulley profile is often characterised by one or more ribs.
Example of the designs are shown here:
Multi-V belt
Idler pulley with multi-V
Automatic BTU with a built-in spring and
friction system
An auxiliary belt may consist of one or more V. A multi-V belt is wider and
thinner than a single V belt and usually has between three and six ribs. As will be
seen from the list, the belt designation describes each individual design.
SKF belt tensioner pulleys for timing system and
auxiliary drive are based on state-of-the-art
technology.The years of experience accumulated
by SKF in the design and supply of belt
tensioner pulleys to the world's automotive
manufacturers, provide a guarantee of the high
quality and performance of each belt tensioner
unit included in the SKF product range.
BTU with a rear plate
8
9
SKF. The industry’s first kits. The industry’s best coverage–over 96%!
Just over 10 years ago, SKF introduced
the timing belt kit concept to the
automotive world. By packaging belts,
pulleys and tensioners in one box,
SKF offered garages an easy way to
save time and to ensure an accurate,
quality belt replacement every time.
2001
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
SKF kit availability vs. other brands*
45
60
40
50
35
40
30
25
30
20
15
20
10
10
5
0
0
ALFA
AUDI
BMW
CIT
FIAT
FORD
LADA
LANC
OPEL
PEUG
REN
ROV
SEAT
SKOD
VAG
VOL
European models
Since then, the kit concept has won
wide acceptance throughout Europe
and Asia. As the sales chart here
shows, more and more garages are now taking advantage of SKF’s broad
product range to enhance the performance of their technicians—and the
profitability of their business.
SKF has continued to lead the way with the best new technologies and
the industry’s best coverage—over 96% of the European car parc including
Asian models—virtually every vehicle your customers drive. By not
having to turn away business, you can maximize profitability and
build your customer base.
DAE
DAIH
HONDA
HYUN
ISUZU
KIA
MAZDA
MTS
NISSAN
PROT
SUBARU
SUZ
TOYOTA
Asian models
Market Insights
• Over 40 million timing
and multi-V belts are
changed in Europe
per year and the trend
is toward the use of
kits. (SKF kit sales are
growing at over 30%
per year.)
* SKF kits shown in blue.
• 75% of all cars on
the road are fitted
with air conditioning
and power steering,
The growing need
for auxilliary (multi-V)
belt kits is creating
profit opportunities
for garages.
What’s in the kits?
Guide to symbols
used on box labels
Belt tensioner kit
VKMA timing belt kits include:
VKMC timing belt kits with damper include:
1 or 2 timing belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions
1 timing belt / 1 damper tensioner unit / 0 or 1 idler pulley / mounting instructions
Idler pulley
VKMA multi-V belt kits include:
VKMC timing belt kits with water pump include:
1 or 2 multi-V belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions
1 timing belt / 1 water pump / 0 or 1 idler pulley / mounting instructions
Multi-V belt
tensioner pulley
Removal and Fitting Instructions
The example shown
here is provided to
illustrate a typical timing
belt tensioner procedure,
as explained in every
SKF timing belt kit.
Included with every SKF timing belt kit are detailed installation instructions to
help you get the job done quickly and correctly.The instructions
include helpful diagrams specific to the vehicle and type of
kit required.
Figure C
Figure D
Typical Timing Belt Fitting
• Fit new idler pulley (3), and/or new tensioning pulley (2), in disengaged position,
as necessary.
Figure A
Figure B
Typical Timing Belt Removal
• Fit new timing belt (1). Make sure arrows on belt point in correct direction and
that any timing marks align with those on sprockets.
• Tension belt by rotating tensioning pulley (2) or water pump (e). Refer to Fig. D.
Tighten, temporarily, tensioning pulley (2) or water pump (e).
• Turn engine clockwise through two full turns (2 x 360º), bringing it back to
timing position.
• Disconnect battery earth lead.
• Remove belts and other items as required to gain access to timing belt.
• Clamp flywheel, then remove crankshaft pulley
• Remove timing cover(s).
• Bring engine to timing position. Check alignment of all timing marks, timing holes
(fit timing pins), and the like. In particular, check alignment of following timing
marks with the appropriate fixed timing markers on engine housing: crankshaft
sprocket (a), or flywheel; camshaft sprocket (b), or auxiliary shaft sprocket, where
fitted); injection pump sprocket (d). Note:A diesel engine is shown in this illustration.
• Check alignment of all timing marks, timing holes (fit timing pins) and the like.
• Fit belt tension tester and check that tension matches recommended value,
then tighten nut of tensioning pulley (2) or bolts of water pump (e) to
recommended torque.
• Refit timing cover.
• Clamp flywheel, then refit crankshaft pulley and tighten bolt to
recommended torque.
• Refit and tension all belts previously removed.
• Remove timing belt – remove tensioning pulley and/or idler pulley, as necessary –
refer to Fig. B, C or D.
• Refit battery earth cable.
Because every engine
has its own unique
characteristics, always
refer to the car
manufacturer’s specific
mounting procedures
in full.
Timing and multi-V belts
in the news
Typical problems with timing
and auxiliary belt systems
Auto Moto magazine recently
conducted a survey involving 58
top models with a full range of
engine types. The survey attempted
to identify, among other things,
weaknesses or problems that these
vehicles experience in their lifetimes.
The survey revealed that for a high
percentage of the vehicles, there was
a good possibility of problems related
to the timing and auxiliary belt
systems. A few are noted here.
“alternator belt system
and pulley become noisy”
As reported in Parts Professional
magazine, automatic belt tensioners
have the potential to create a new
source of income for your garage.
Today there are about 55 million
vehicles on the road equipped with
belt tensioners. And that number is
growing by 10 million vehicles yearly.
Here are a few interesting facts:
• More than 96% of installers polled
by Parts Professional have replaced
OE tensioners in the past year.
One in five garages has installed
more than 11.
• Research indicates that tensioners
can fail as early as 20,000 miles.
“oil contamination
on belt
causing failure”
“check for
bad mounting
of tensioner”
Automatic Tensioners—
55 million vehicles and growing
“risk of
belt failure”
• With an estimated failure rate of
2%, approximately one in every
50 cars you service might need
a new tensioner.
The first sign of wear is “noise.”
Profit-building tips
A tensioner that sounds bad usually is
bad. While the engine is running, listen
to the accessory drive for any noise
coming from the tensioner. If there is:
• When performing any
under-the-hood service,
take an extra few
minutes to check every
vehicle’s belt and
tensioner system —
especially if belt squeal
is noticed.
• Check for pulley bearing failure,
which accounts for about half of all
tensioner failures.
• Another sign of tensioner wear
is a belt that keeps coming off the
tensioner
• Misalignment can also cause the belt
to wear unevenly and fail early.
NOTE: A tensioner must be replaced
as a complete assembly. Never try to
pry part the halves of a spring casing
to get to the spring. The spring is
loaded a very high torque and can
cause serious injury or even death.
“timing system
can be
misaligned”
Continuing innovation
SKF continues to pioneer innovative automotive tensioner designs for
use by automotive manufacturers and today holds many exclusive
patents. SKF belt tensioners and pulleys can be found on a
wide range of vehicles on today’s roads, which means that
you can install quality and confidence for your valued
customers, whether they have a small, basic engine
or the latest hihg-power, mulit-valve powerplant.
SKF designed and manufactures this popular V6
engine belt tensioner unit, found in vehicles across
Europe and North America.
• Recommend a
complete Multi-Vbelt
system replacement
to your customers—
the best way to assure
no trouble down
the road.
Frequently asked questions
Frequently asked questions
Q: Tensioners and pulleys sometimes look
the same. Can I interchange?
Q: What is the difference between a timing
belt kit and a multi-V belt kit?
Q: What are the contents of the SKF
timing belt and multi-V belt kits?
A: The timing belt kit is used on timing
system in which the crankshaft drives
the camshaft(s) and actuates the valves
via a timing belt. The multi-V belt kit is
used on auxiliary drives in which the
crankshaft drives auxiliary components
such as the alternator, air conditioning
compressor, power steering pump etc.)
via a multi-V belt.
A: VKMA: 1 belt plus 1 or more belt
tension pulleys VKMC: 1 belt plus 1 or
more belt tension pulleys plus 1 water
pump VKM: 1 belt tension pulley with
accessory components like screws or
washers if needed for mounting.
Q: What is a belt tensioner unit?
A: Pulleys for multi-V belt can be BTU,
Automatic BTU or Idler. Their profile
is often characterized by one or
more ribs.
A: You should only fit part numbers
specifically shown for that application.
Automotive engines each have
their own particular performance
characteristics, which means that
tensioner and pulleys are designed
and tested specifically for each new
motor. The exterior appearance of
the bearing unit may hide internal
changes that have taken place to meet
the change in engine specification,
i.e., Grease performance, bearing
clearance, tolerances, tensioner
spring strength.
Q: Can I refit an old timing belt?
A: NO. Used belts should not be refitted
and used. The original belt has already
been in use at its optimized tension, so
the properties of the belt have changed
compared with a new belt.
Q: The tensioner is showing external
corrosion but is rotating freely. Is it okay?
A: Change it. If the belt is being changed,
then it is possible this unit will need
to be functioning on the car for
another 100K km. Don’t take the
risk: internal condition and bearing life
cannot be seen.
Q: How often should a complete timing
belt and tensioner change be carried out?
A: Most car manufacturers including
PSA, FORD, RENAULT, and OPEL
specify complete repairs to their models
during a specified service period.
Outside this period the system should
be checked for damage. Or if you
are in doubt about the condition of
components, you should recommend a
complete change to your customer.
Q: The waterpump needs to be changed.
Am I able to offer my customer a
complete kit?
A: For certain applications, SKF kits include
the waterpump, timing belt and tensioners.
It is well known that the belt should be
replaced after changing the pump.
Q: Multi-V belt and tensioner systems are
becoming more common. What advice
should I give my customer?
A: The multi-V system usually covers
power steering, alternator, and air
conditioning. If neglected, there is the
potential that belt failure could cause
problems such as charging sytem failure
or sudden difficuly in steering. On
some engines a snapped multi-V belt
can enter the timing system and cause
engine damage .
Q: There are many brands of timing belt
kits available. Why should I use SKF?
A: SKF was the first company to launch
this concept ,and since then has
continued to use its OE manufacturing
experience to lead the market with
OE approved components in SKF
branded boxes.
Q: What’s the main benefit to our garage
for using timing belt kits?
A: You will be more efficient, having the
necessary components in one box. You
will also have the ability to promote a
professional image to your customers
in terms of quality of work and service.
The end result is higher customer
satisfaction and a stronger business.
Q: Can I buy the tensioner or pulleys on
their own?
A: The belt tensioner unit sets the right
belt tension and provides guidance for
the belt.
Q: What is the difference between a timing
belt pulley and a multi-V belt pulley?
Q:What are the main causes of belt damage?
Q: What is the difference between a BTU
and an Automatic BTU?
A: The adjustment of tension during
mounting is achieved by means of an
eccentric or by means of a spring acting
against a near plate.
Q: What is an idler pulley?
A: The idler pulley is fixed and allows the
belt to be correctly wound around the
driven components.
Q: How can I check the belt tensioner?
A: Using the SKF TensiCheck, a belt tension
testing device that ensures proper
tension of the belt after mounting.
Q: When should one repair and/or change
a timing belt system and a multi-V belt
system?
A: The car manufacturers recommend to
change belt and belt tension pulleys at:
timing belt drive: 80 000- 120 000 km;
multi-V belt drive: 50 000-80 000 km
A: Sometimes you will only be required
by the customer to change the pulley
or tensioner, so for flexility we offer an
extensive range of these.
A: Too high or too low tension, vibrations,
high temperature and belt misalignment.
Q: Why is it recommended to also change
belt tensioner pulleys when the belt is
repaired?
A: The main source of the belt’s damage
has most definitely affected the other
rotating components of the timing and
auxiliary systems, like the BTU,
Automatic BTU and idler pulley. To
allow a complete and safe repair for the
engine, SKF recommends changing the
belt and the belt tensioner pulleys at the
same time.
Change frequency
and fitting times
Change frequency
and fitting times
The following pages contain fitting times for timing belts and recommended
replacement intervals for most popular models of the vehicles you service
in your garage. The table also includes minimum and maximum belt tension
values. Vehicle makes included are Alfa Romeo, BMW, Citroen Fiat, Ford,
Pel/Vauxhall, Peugeot, Renault, Rover, Seat, Suzuki, Toyota,Volkswagen
and Volvo.
These times are only estimates, based on averages, but they can be helpful in
scheduling and pricing belt replacements in your garage. Your actual fitting
time may vary, depending on unexpected findings and the experience of the
technician performing the service.
MODEL
MODEL
ENGINE SIZE
MOTOR
YEAR
COMMENT
TYPICAL
FITTING
TIME*
BELT
MIN
MAX
CHANGE TENSION TENSION
FREQ VALUE(dan) VALUE(dan)
AX
BX
XANTIA
ALFA ROMEO
33
145/146
155
156
1186/1351/1490 cc
83-94
1351cc
1747cc
1747cc
1781cc
1984cc
hydraulic tappets
mechanical tappets
94-96
96-97
97-01
VKMA 02500
VKMA 02501
VKMA 02501
VKMA 02173
VKMA 02173
2.7
2.7
3.1
3.1
3
80k
80k
120k
120k
120k
14
14
14
16
16
19
19
19
22
22
08/81-12/91
09/86-10/90
08/90-07/93
08/90-11/94
12/94-7/95
03/93- 07/94
08/94-07/95
VKMA 01000
VKMA 01000
VKMA 01001
VKMA 01001
VKMA 01003
VKMA 01020
VKMA 01023
1.5
1.5
1.5
1.4
1.4
1.4
1.4
120k
120k
120k
120k
120k
120k
120k
15
15
15
15
15
17
17
20
20
20
20
20
23
23
AUDI
80
SKF
KIT**
TYPICAL
FITTING
TIME*
belt 108x17
belt 101x17
VKMA 03100
VKMA 03100
VKMA 03110
VKMA 03111
1.7
1.7
1.7
1.7
80k
120k
80k
120k
11
11
11
11
15
15
15
15
87-01/92
02/92-93
VKMA 03110
VKMA 03111
VKMA 03200
VKMA 03201
2.1
2.1
3.2
3.2
80k
120k
120k
120k
11
11
11
11
15
15
15
15
TU1
96 –>
VKMA 03100
1.7
120k
11
15
1527cc Diesel
TU5D
96 –>
VKMA 03121
1.9
120k
17
23
1761cc
1905cc Diesel/TD
XU7
XUD9/T
1997cc HDI
DW10
03/93 –>
03/93-12/93
01/94 –>
99 –>
VKMA 03201
VKMA 03240
VKMA 03241
VKMA 03246
2.4
3
4.4
4.6
120k
80k
120k
160k
11
17
17
17
15
23
23
23
1905cc Diesel/TD
XUD9
97 –>
VKMA 03241
4.4
120k
17
23
1360cc
TU3
03/91-98
1905cc Diesel
XUD9
91-12/93
01.94 –>
VKMA 03110
VKMA 03111
VKMA 03240
VKMA 03241
1.7
1.7
2.6
2.6
120k
120k
80k
120k
11
11
17
17
15
15
23
23
92-98
VKMA 02202
1.4
100k
12
16
MOTOR
YEAR
954cc/1124 cc
TU9/TU1
1360cc
TU3
09/86-07/92
07/92-98
09/86-93
93-96
1360cc
TU3
87-93
1580cc
XU5
1124cc
BELT
MIN
MAX
CITROËN
SAXO
SKF
KIT**
COMMENT
ENGINE SIZE
XSARA
ZX
belt 108x17
belt 101x17
belt 108x17
belt 101x17
FIAT
3A
AAD
ABK/ABT/ADW
6A/ACE
100
2309cc
AAR
12/90-94
belt 147x19
VKMA 01050
2.3
120k
13
17
A4
1595cc
1781cc
AHL/ANA/ARM
ADR/AEB/AYA
11/94-99
11/94-01
belt 138x23
belt 153x25
belt 152x25
1896cc
AFF/1Z/AFN/AHU/AVG
11/94 -01
VKMA 01113
VKMC 01008
VKMA 01004
VKMA 01014
2.5
2.2
2.2
2.9
120k
120k
120k
90k
15
17
17
21
21
23
23
28
BMW
318
1795cc
M40
10/91-93
320
1990cc
M20
84-91
round belt profile
CINQUECENTO
1108 cc
PANDA
769cc
1108cc
FIRE (750)
FIRE
86-90
86-90
VKMA 02200
VKMA 02200
0.75
0.75
60k
60k
12
12
16
16
PUNTO
1108cc
1242cc
1697cc Diesel
(55)
(60/75)
93-2001
93-2001
93-2001
VKMA 02202
VKMA 02201
VKMA 02152
1.05
1.05
1.45
100k
100k
105k
12
10
15
16
14
20
88-90
91-96
VKMA 02410
VKMA 02410
1.5
1.5
60k
100k
10
10
14
14
89-90
91-95
89-90
91-95
89-90
91-95
89-90
VKMA 02021
VKMA 02021
VKMA 02200
VKMA 02200
VKMA 02200
VKMA 02200
VKMA 02216
1
1
1.05
1.05
1.05
1.05
1.25
60k
100k
60k
100k
60k
100k
60k
12
12
12
12
12
12
12
16
16
16
16
16
16
16
TIPO
1372cc
UNO
994cc
146C7.000
999cc
FIRE (146E5/EC/ED/EE)
VKMA 08000/08001
2.2
45k
14
19
1108cc
FIRE (146EF/ET/EW)
VKMA 08110
1.9
60k
17
23
1116cc
CS (146A7)
Change frequency
and fitting times
MODEL
ENGINE SIZE
MOTOR
YEAR
COMMENT
SKF
KIT**
TYPICAL
FITTING
TIME*
Change frequency
and fitting times
BELT
MIN
MAX
FORD
ESCORT
MODEL
MONDEO
1296cc
1392cc/1597cc
HL13 (CVH)
HL14 (CVH)/HL16 (CVH)
1596cc/1769cc
ZH16/ZH18 (ZETEC E)
1753cc
Diesel/Turbo Diesel
76-87
07/83-04/92
05/92 –>
92-02/94
03/94-99
88-10/95
11/95-01/97
02/97 –>
belt 97x19.75
belt 97x21.6
VKMA 04200
VKMA 04201
VKMA 04202
VKMA 04210
VKMA 04212
VKMA 04103
VKMA 04106
VKMA 04107
0.8
0.8
0.8
2.6
2.6
2.2
2.2
2.2
90k
60k
60k
90k
120k
60k
60k
105k
13
13
15
17
17
13+15
15+15
15+15
18
18
20
23
23
18+21
20+20
20+20
VKMA 04220
VKMA 04201
VKMA 04202
VKMA 04103
VKMA 04106
VKMA 04107
2.3
0.8
0.8
2
2
2
150k
60k
60k
60k
60k
105k
15
13
15
13+15
15+15
15+15
20
18
20
18+21
20+20
20+20
VKMA 04212
VKMA 04212
VKMA 04103
VKMA 04106
VKMA 04107
2.9
2.9
3.2
3.2
3.2
90k
120k
60k
60k
105k
17
17
13+15
15+15
15+15
23
23
18+21
20+20
20+20
CORSA
TIGRA
1242cc/1388cc
1392cc
ZHL12/ZHL14 (ZETEC S)
HL14 (CVH)
1753cc
Diesel/Turbo Diesel
1596/1769/1998cc
ZH16/ZH18ZH20 (ZETEC E)
1753cc
Diesel/Turbo Diesel
08/95-02/97
07/83-04/92
05/92 –>
88-10/95
11/95-01/97
02/97 –>
TYPICAL
FITTING
TIME*
VKMA 05121
VKMC 05121
VKMA 05150
VKMA 05208
VKMA 05210
1
1.3
1.1
1
1
60k
60k
60k
120k
120k
11
11
13
20
20
15
15
18
27
27
VKMA 05150
1.1
60k
13
18
"—>I MOT 029082
"I—>MOT 029083
belt 146x20
belt 141x24
belt 176x24
belt 169x24
"—>I CH W7154528
VKMA 05121
VKMC 05121
VKMA 05150
VKMA 05214
VKMA 05215
VKMA 05402
VKMA 05211
VKMA 05220
VKMA 05222
VKMA 05500
1.3
2
0.8
1.5
1.5
1.8
1.3
1.1
1
2.5
60k
60k
60k
60k
120k
60k
105k
60k
60k
60k
11
11
13
20
20
13
16
16
16
20
15
15
18
27
27
18
22
22
22
27
belt 108x19
belt 101x17
VKMA 03100
VKMA 03100
VKMA 03110
1.8
1.8
1.8
120k
120k
120k
11
11
11
15
15
15
YEAR
COMMENT
1195cc/1398cc
C12NZ/C14NZ
83-93
belt 111x17
WITH W/ PUMP
1398cc 16 v
1488cc
X14XE/X14SZ
X15TD
94 –>
93-99
1398/1598 cc 16v
X14XE/X16XEL
94 –>
1598cc
16SV/E16NZ/C16NZ/X16SZ
89-95
belt 97x19.75
belt 97x21.6
93-02/94
03/94-05/98
93-10/95
11/95-09/96
10/96 –>
BELT
MIN
MAX
1598cc 16vv
1699cc
X16XEL
X17TD
11/95 –>
96 –>
1998cc
1998cc
C20NE
20XE/C20XE
1998cc
2500cc V6
C20SEL/X20XEV
C25XE/X25XE
93-95
89-92
93-95
95 –>
93-99
954cc/1124cc
1360cc
TU9/TU1
TU3
92 –>
92 –>
106
1527cc Diesel
TUD5
95 –>
VKMA 03121
2.2
120k
17
23
205
954cc/1124cc
1769cc Diesel
TU9/TU1
XUD7
92 –>
83-12/93
01/94-97
VKMA 03100
VKMA 03240
VKMA 03241
1.6
3.8
3.8
120k
120k
120k
11
17
17
15
23
23
306
1360cc
1587cc
1868cc Diesel
1905ccT/D
TU3
TU5
DW8
XUD9/T
93 –>
93 –>
98-99
93-12/93
01/94 –>
VKMA 03110
VKMA 03111
VKMA 03244
VKMA 03240
VKMA 03241
1.9
1.8
3.8
5.3
4.8
120k
120k
120k
120k
120k
11
11
17
17
17
15
15
23
23
23
405
1580cc/1905cc
XU5/XU9
1905cc
1769cc/1905cc Diesel
XU9J4
XUD7 / XUD9/T
1998cc 16 vv
XU10/J4
87-01/92
02/92-96
88-92
88-12/93
01/94-96
92-95
VKMA 03200
VKMA 03201
VKMA 03210
VKMA 03240
VKMA 03241
VKMA 03211
2.9
3.5
3.5
3.8
3.9
3.7
120k
120k
120k
120k
120k
120k
11
11
17
17
17
21
15
15
23
23
23
28
1761 cc
1997cc HDI (90/110CV)
2138cc T/D
XU7JP4
DW10
XUD11BT
96-01
99 –>
96 –>
VKMA 03214
VKMA 03246
VKMA 03251
3
4.5
4.2
120k
160k
120k
17
17
17
23
23
23
PEUGEOT
106/206
1300cc/1500cc
D13B/D15B
88-95
VKMA 93500
2.2
100k
16
"—>I MOT 029082
"I—>MOT 029083
"+ w/pump
HONDA
CIVIC
SKF
KIT**
MOTOR
OPEL/VAUXHALL, continued
VECTRA
FIESTA
ENGINE SIZE
22
MAZDA
323
1324cc
1597cc
626
1998cc
B3 (SOHC) / (BF#)
B3 (SOHC) / (BA/G/J#)
B6 / (BF/W# )
B6 (SOHC) / (BG# )
04/87 –>
10.96 –>
87 –>
06/89-12/95
VKMA 94101
VKMA 94102
VKMA 94101
VKMA 94102
1.7
1.7
1.7
1.7
100k
100k
100k
100k
15
15
15
15
20
20
20
20
FS / (GF/V# )
FE (DOHC) / (GD#)
FE (SOHC) / (GD#)
08/91 –>
06/87-10/91
06/87-10/91
VKMA 94010
VKMA 94601
VKMA 94230
1.7
1.5
1.5
100k
100k
100k
17
17
17
23
23
23
NISSAN
MICRA
1000cc
MA10S / (K10)
12/82-12/88
12/88-11/92
VKMA 92400
VKMA 92401
1.9
1.9
60k
60k
15
13
21
17
OPEL/VAUXHALL
ASCONA
1598cc
16N / Manual Gearbox
81-86
—>| 14054370
14054371 |—>
VKMC 05400
VKMC 05401
0.9
1.2
60k
60k
13
13
18
18
ASTRA
1398cc
C14NZ/SE./.14NV/SE./.X14NZ
92-97
1398cc 16 v
X14XE
1598cc 16 v
X16XEL
1699cc
17D
17DR / X17DTL ECOTURBO
94-97
98 –>
94-97
98 –>
98 –>
85-93
92-98
belt 111x17
WITH W/ PUMP
belt 169x20
belt 162x20
belt 169x20
"—>I mot 20041690
"I—> mot 20041691
belt 146x24
belt176x24
VKMA 05121
VKMC 05121
VKMA 05150
VKMA 05152
VKMA 05150
VKMA 05152
VKMA 05154
VKMA 05201
VKMA 05202
0.9
1.5
0.9
1.5
0.9
1.1
1.1
2.4
3
60k
60k
60k
120k
60k
60k
120k
60k
60k
11
11
13
13
13
13
13
16
16
15
15
18
18
18
18
18
22
22
92-8/94
9/94-98
9/94-99
"—>I MOT 029078
"I—>MOT029079
VKMA 05213
VKMA 05214
VKMA 05215
2.8
2.8
2.8
120k
60k
120k
20
20
20
27
27
27
X17TD
406
automatic tensioner
Change frequency
and fitting times
MODEL
ENGINE SIZE
MOTOR
YEAR
COMMENT
SKF
KIT**
TYPICAL
FITTING
TIME*
Change frequency
and fitting times
BELT
MIN
MAX
ESPACE
1149cc
1171cc
1390cc
D7F
E5F/E7F
E6J/E7J
90-99
90-02/98
90-02/98
03/98-99
2068cc
J8S
2188cc T/D
G8T
1794cc
1998cc
F3P
F3R
2188cc T/D
G8T
1390cc
E7J
1598cc
K7M
1870cc
1870cc Diesel
1998cc
F8Q
F9Q
F3R
96-99
98-99
96-99
96-99
10/96-99
98-99
97-99
R 19
1390cc
1721cc
E6J/E7J
F2N/F3N
R 21
1995cc
J7R
LAGUNA
MEGANE/SCENIC
TWINGO
TYPICAL
FITTING
TIME*
VKMA 91702
VKMA 91100
2
1.8
100k
100k
15
17
21
23
02/92-10/97
VKMA 91005
VKMA 91100
2.3
2.3
100k
100k
14
17
19
23
05/83-09/93
VKMA 91201
VKMA 91400
VKMA 91005
VKMA 91100
1.3
2
2
2.2
100k
100k
100k
100k
16
17
14
17
22
24
19
23
04/86-03/95
12/89 –>
VKMA 91205
VKMA 91201
1.7
1.9
100k
100k
16
16
22
22
99 –>
VKMA 01113
2.6
100k
15
21
VKMC 01100
VKMA 01120
VKMA 01000
VKMA 01011
VKMA 01013
VKMA 01131
0.9
2
0.65
2
2
3
120k
100k
120k
90k
90k
60k
15
13
15
21
21
21
21
18
20
28
28
28
VKMA 01014
3
90k
21
28
1.5
1.5
2.5
2.5
3
3.3
120k
120k
180k
180k
90k
120k
15
15
17
17
21
20+26
20
20
23
23
28
27+35
MOTOR
YEAR
1149cc
D7F
VKMA 06010
VKMA 06000
VKMA 06000
VKMA 06001
2.1
2.3
2.3
3
120k
120k
120k
120k
11
11
11
11
15
15
15
15
CARINA II
1587cc
1974cc Diesel
4A-F/FE
1C/2C
12/87-04/92
04/82-02/95
CARINA E
1587cc
1974cc Diesel
4A-FE
02/92-05/95
2C
85-01/95
02/95-97
96-99
VKMA 06211
VKMA 06213
VKMA 06501
3
4
4.4
112k
112k
120k
17
17
17
23
23
23
1295cc
1332cc
1587cc
1839cc/1974cc Diesel
2E-L
4E-FE
4A-FE
94-99
94-99
98-99
95-11/95
11/95-99
VKMA 06101
VKMA 06103
VKMA 06123
VKMA 06500
VKMA 06501
3.6
3.6
3.6
4.4
4.4
120k
120k
120k
120k
120k
13
13
13
17
17
17
17
17
23
23
VKMA 06000
VKMA 06001
VKMA 06000
VKMA 06001
VKMA 06124
VKMA 06125
VKMA 06123
2.1
2.1
2.1
2.1
4
4
4
120k
120k
120k
120k
120k
75k
120k
11
11
11
11
17
17
13
15
15
15
15
23
24
17
89-96
89-96
VKMA 06000
VKMA 06101
2.3
2.3
120k
120k
11
13
15
17
86-90
90-93
VKMA 06206
VKMA 06207
2.5
2.5
120k
120k
13
13
17
17
93-99
VKMA 06010
1.9
120k
11
15
"+ pulley toothed
999cc
1295cc
1E/1E-L
2E
belt 95x17
belt 96x17
belt 95x17
belt 96x17
BORA
1598cc
AEH/AKL
GOLF
1272cc
1390cc
1702cc/1781cc
1896cc TD
COROLLA
STARLET
COMMENT
BELT
MIN
MAX
1396cc 16vv
1590cc 16vv
1769cc TD
14K4 (DOHC)
D16A(SOHC)
D16A(DOHC)
8A8/D9B
10/89 –>
10/89-95
10/89-95
83-12/93
01/94 –>
belt 264x23
VKMA 07310
VKMA 93001
VKMA 93002
VKMA 03240
VKMA 03241
2.5
3.45
3.15
4.05
4.05
160k
100k
100k
120k
120k
15
16
16
17
17
21
22
22
23
23
93 –>
VKMA 01000
1.4
120k
15
20
84-92
VKMA 02700
1.3
100k
13
17
VKMA 01011
VKMA 01013
VKMA 01013
1.8
1.8
1.8
120k
120k
120k
21
21
21
28
28
28
04/86-92
05/95 –>
09/93 –>
1C/2C
VOLKSWAGEN
1896cc TDI
AGR/AHF/ALH
79-89
10/97 –>
82-94
92-05/94
06/94-99
98-01
SHARAN
1896cc TDI
1Z/AFN/AHU
09/95 –>
PASSAT
1595cc
1781cc
1781cc
ADR/ANB/APT/APU/ARG
05/73-93
82-96
10/96-01
1896cc TDI
2496cc TDI
AFN/AHU
AFB/AKN
10/96-08/98
08/98-01
with hyd/piston
VKMA 01000
VKMA 01000
VKMA 01004
VKMC 01008
VKMA 01014
VKMC 01150
82-94
91-94
10/94-06/96
75-94
91-94
with w/pump+belt 108x19
belt 132x19
VKMC 01100
VKMC 01103
VKMA 01105
VKMC 01100
VKMC 01103
1.9
1.9
1.3
1.9
1.3
120k
120k
120k
120k
120k
15
13
13
15
13
21
17
17
21
17
belt 121x18
VKMA 01000
1.6
120k
15
20
VKMA 06300
1.6
80k
15
21
VKMA 01040
VKMC 01040
2.2
2.4
120k
120k
20
20
27
27
VKMA 06300
VKMA 06301
1.4
1.4
80k
80k
15
13
21
17
ROVER
200 /400 series
SKF
KIT**
ENGINE SIZE
TOYOTA
RENAULT
CLIO
MODEL
POLO
AHW/AKQ
AAZ
1043cc
1272cc
with w/pump
"—>mot 242000
"—>I MOT 552764
"I—> MOT 552765
belt 121x18
belt 121x18
belt 152x25
with hyd/piston+belt 153x25
SEAT
VENTO
CORDOBA
IBIZA
TOLEDO
1781cc
ABS
1193cc/1461cc
1896cc TD
AAZ
93-96
93-06/96
07/96-08/97
"—>I MOT 552764
I—>MOT 552765
SUZUKI
1781cc
ABS/ADZ
93-99
740/760
2316cc
B23/B230
83-92
740/760
2383cc T/D
D24/TIC
83-90
VOLVO
with w/pump
940/960
CULTUS
1298cc
G13B
92 –>
VKMA 96200
1.9
100k
17
23
SWIFT
1298cc
G13 SOHC
8/84-96
VKMA 96202
1.9
100k
15
21
VITARA
1598cc
G16
88-04/96
91-04/96
VKMA 96204
VKMA 96002
2.4
2.4
100k
100k
13
17
17
23
2316cc
B230
91-92
93-96
S40
1587/1731/1855cc
96-97
belt 148X23
VKMA 06602
3
120k
15
21
S70
1984/2318/2435cc
97-98
"—>I mot 1266127
VKMA 06602
1.7
120k
15
21
Trouble shooting and failure analysis
Symptom/Appearance
Probable Cause
Corrective Action
The plastic idler pulley appears to be worn
on belt tracking area.
1) Extreme environmental wear.
(i.e., heat, water, stones).
Replace.
On plastic idlers, pulley has a chip in it.
1) Stone damage.
2) Faulty installation practices.
Replace only if
chip is in belt
tracking area.
Tensioner bearing has been marred in belt
tracking area.
1) Stone damage.
Replace only if
deformation is in
belt tracking area.
Tensioner bearing shows signs of corrosion.
1) Coating on pulley has worn off.
2) NOTE: it is normal for coating
to wear off belt tracking area.
Replace.
Bearing has excessive wobble (free rock)
1) Bearing failure.
2) Excessive load on pulley.
3) Belt is not tracking properly
over pulley
Replace.
Bearing Appearance
Probable Cause
Corrective Action
Grease appears to be leaking out
of the bearing.
1) Seal degradation.
2) Excessive radial internal clearance
in bearing.
Replace.
Bearing seal is missing or damaged.
1) Worn pulley.
2) Environmental damage
Replace.
Bearing seal looks damaged.
2) Environmental damage
Replace.
Loose, Sticking or Seized Pulley
Probable Cause
Corrective Action
Tensioner bearing is seized and will not
rotate freely.
1) Bearing is damaged.
Replace.
Tensioner bearing does not rotate smoothly
or had a sticky feel to it when spun.
1) Radial internal clearance in bearing
is too low.
2) Bearing fit in pulley is tight
Replace.
Pulley and bearing have relative motion.
1) This signifies that bearing is
not being constrained.
Replace.
Noise
Probable Cause
Corrective Action
Bearing makes a high pitched whine or
hooting noise after the engine is started.
Noise lasts up to three minutes.
1) Worn bearing.
2) Bearing fit is incorrect.
Replace.
Bearing makes a high pitched whine
or operation
1) Bearing is not functioning properly.
Replace.
During normal
operation, bearing
is very quiet.
Bearing assembly rattle when shaken.
1) Bearing cage is broken.
2) Balls in bearing are loose.
3) Bearing is void of lubricant.
Replace.
Tracking
Probable Cause
Corrective Action
Belt does not track properly on idler belt
tracking surface.
1) Bearing is not fixed to the correct
depth in pulley.
2) Belt tracking surface is not square to
bearing mounting surface.
3) Pulley tracking surface is tapered.
(Crowning or bowing of belt tracking
surface is sometimes intentional).
Replace.
(Above) The automatic tensioner has been
set up incorrectly and so when the engine is
running, the indicator arm has come into
contact with the end stop, exceeding the
correct tension of the belt.
(Left) need an explanation of what this
photo on the left is.
Normal load
Abnormal load
Normal loading direction during
correct eccentric rotation
Abnormal loading direction
during wrong eccentric rotation
Crack
Correct direction for the
adjustment of the eccentric
(direction of arrow)
Direction of adjustment
actually used
(wrong direction)
Trouble shooting and failure analysis, continued
Heavy damage on pulley flange.
Heavy damage on the second face of
idler and baring seal, probably caused
by an external element coming in contact
with the pulley during running.
Lorem ipsum dolor sit amet, consecte
tuer adipiscing elit, sed diam nonummy
nibh euismod tincidunt ut laoreet dolore
magna aliquam erat volutpat.
Pollution of belt fibers inside of pulleys–
material from belt has overtime gone
into workings of bearing unit and caused
failure.
Significant traces on the plastic pulleys
of impact damages by foreign objects.
Lorem ipsum dolor sit amet, consectet
uer adipiscing elit, sed diam nonummy
Significant traces on the plastic pulleys
of impact damages by foreign objects.
Lorem ipsum dolor sit amet, consect
etuer adipiscing elit, sed diam nonummy
Impact damage on bearing due to
wrong fitting onto block.
Analyzing belt wear and damage
A broken belt is frequently the result of a problem with the system of pulleys and
shafts which drive it. Therefore, it can be helpful to note the cause of belt breakage
or wear and take steps to correct the problem. NOTE: If for any reason you need to
replace a timing belt, DO NOT REINSTALL THE BELT; INSTALL A NEW ONE.
1
Torn or broken belt with ragged, jagged cord
Probable cause: Excessive fitting tension.
2
Belt exhibits tooth shear
Probable cause: Insufficient belt tension.
3
Completely detached or worn teeth
Probable cause: Either excessive or insufficient belt tension
4
Hollowed teeth
Probable cause: Insufficient belt tension
5
Back of belt is cracked
Probable cause: Incorrect temperature
6
Land wear
Probable cause: Excessive belt tension
7
Oil contamination on belt
Probable cause: Contamination from oil or other petroleum derivatives
8
Visible wear on edge of belt
Probable cause: Misaligned pulleys and/or tensioner
9
Excessive noise
Probable cause: Incorrect tension
1
2
3
4
5
6
7
8
9
Good practices and helpful hints
Belt life vs. correct tension
Correct fitting
Lorem ipsum dolor sit amet, consectetuer adip
iscing elit, sed diam nonummy nibh euismod tin
cidunt ut laoreet dolore magna aliquam erat
As this graph shows, the correct
tension is critical to the life of the
belt. Both excessive and insufficient
tension can damage the belt and
cause premature failure.
Chord ripping
Belt tension
Flank wear
Correct
tension
Normal wear
Ripping of teeth
Screw Ø 10
Positioning screw
Tooth jump
Life of belt
Incorrect fitting
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iscing elit, sed diam nonummy nibh euismod tin
cidunt ut laoreet dolore magna aliquam erat
General Hints
Do not use the teeth to block the engine when loosening or tightening
the pulley bolts.
Do no use solvents to clean the pulleys.
Check that the auxiliary compnents controlled by the timing belt
(water pump, oil pump and countershaft if appropriate) are functioning
correctly and that the other pulleys such as the belt tightening pulley
and driver rollers are free, without too much float.
Lorem ipsum dolor sit amet,
consectetuer adip iscing elit,
sed diam nonummy nibh eui
mod tin cidunt ut laoreet
dolore magna aliquam erat
Check for wear on the flanges. Rotate the driving shaft to the TDC of
cylinder number 1; in the case of an engine with a double camshaft,
assure that both are in the TDC position.
Setting up automatic tensioners:
a typical example
start to move CLOCKWISE. Continue
pushing the tensioner until the Load
Stop on the arm and the Pointer Tab on
the front plate are separated by 1~2
mm (See Figure 3a).
Timing Belt Tensioner Procedure
Renault G8T 2.2L
Diesel engine
9. Retract the screw-jack installation
tool slowly until the Mean Belt Mark
on the tensioner arm and aligns with
the Position Indicator notch in the
Pointer Tab (See Figure 4).
10. Torque the Mounting Nut to 30 Nm
using a torque wrench.
1. Allow the engine and tensioner to
stabilize to the same relative ambient
temperature before installing a
tensioner for proper belt tension
adjustment. Do not attempt to install
a cool tensioner onto a hot engine or
vise versa.
2. Rotate both the crankshaft and
camshaft CLOCKWISE to TDC
(Top Dead Center) position (i.e. #1
cylinder firing position) and remove
the timing belt. This defined position
is to be the position where there is
no action (positive or negative) from
the camshaft or other sprockets.
One should find no sudden movement
or abrupt action from either of
the sprockets. Generally cam &
crankshaft sprockets have to line up
with equivalent markings on the
engine block to indicate TDC.
4. Mount the tensioner while making
sure that the Ø6 mm Dowel Pin is
fully engaged (See Figure 1) Tensioner
should be mounted flat on the bracket.
5. Hand tighten the M8 Mounting Nut.
Pre-Installation of the TBT
6. Install the timing belt around the
crankshaft and camshaft sprockets
and the tensioner as per drive layout
(See Fig. 2a & 2b).
Note: When the engine is started and
idling at room temperature (20°C), the
mean belt position mark on the tensioner arm should oscillate evenly
about the position indicator notch. The
mean belt position mark oscillating +2°
to -4° of the position indicator notch
centerline is within the permissible tolerance range (See Figure 5).
8. Rotate the crankshaft two (2)
complete revolutions manually for
proper seating of the belt until the
crankshaft is repositioned at the
TDC position.
Initial Setup of the TBT
(Timing Belt Tensioner)
3. Slide the pendulum mounting bracket
farthest to the left before mounting
the tensioner. This will ensure that
the tensioner can be mounted easily
when routing the belt.
Caution: Do not push the tensioner
beyond this point. Continued travel of
the tensioner arm may result in damage
or deformation of tensioner’s pointer.
7. Push the tensioner into the belt with
the screw-jack installation tool. The
Tensioner assembly will move against
the belt and the Arm will eventually
This specific procedure is provided only
as an example of a typical timing belt
tensioner procedure. Always refer to the
car manufacturer’s specific mounting
procedures in full.
Setting up automatic tensioners:
a typical example
Timing Belt Tensioner
(979272) for aftermarket
VW 1.4/1.6L SOHC, I4 (EA 111)
Revision date: 07/31/1998
Initial Setup of the TBT
(Timing Belt Tensioner)
1. Allow the engine and tensioner to
stabilize to the same relative ambient
temperature before installing a
tensioner for proper belt tension
adjustment. Do not attempt to install
a cool tensioner onto a hot engine or
vise versa.
2. Rotate both the crankshaft and
camshaft CLOCKWISE to TDC
(Top Dead Center) position (i.e. #1
cylinder firing position) and remove
the timing belt. This defined position
is to be the position where there
is no action (positive or negative)
from the camshaft or other
sprockets. One should find no
sudden movement or abrupt action
from either of the sprockets.
Generally cam & crankshaft
sprockets have to line up with
equivalent markings on the engine
block to indicate TDC.
3. Place a new tensioner onto the
engine. Tensioner’s Anti-Rotation
Fingers should fit over the Guiding
Nut on the engine.
4. Rotate the Installation Shaft Washer
until the Hex Hole is pointing at
the “5 O’clock position” then hand
tighten the M8 Mounting Bolt
(See Figure 1).
(Caution: Do not disturb the position of
the crankshaft or camshaft sprockets
during this procedure.)
6. Rotate the Installation Shaft Washer
CLOCKWISE with a Hex Key.
Make sure to hold the mounting
bolt with a Wrench in order to
prevent it from turning when rotating
the Installation Shaft Washer. The
Tensioner assembly will move against
the belt and the Arm will eventually
start to move CLOCKWISE
(See Figure 3).
Verification of the Nominal Position
8. Remove both the Hex Key and the
Wrench. Rotate the crankshaft two
(2) complete revolutions manually
for proper seating of the belt until
the crankshaft is repositioned at the
TDC position.
Note: Repositioning the crankshaft to
the TDC position must be done only
during the clockwise rotation.
9. Check the position of the Arm Pointer.
– If the Arm Pointer still remains within
the Nominal Position Window, the
installation is complete.
– If not, go to step #10. The installation
needs to be repeated until the proper
position is achieved.
Readjustment
Fig. 3
Fig. 1
Installation of the TBT
5. Install the timing belt being careful to
engage the appropriate teeth of all
the corresponding sprockets as per
drive layout (See Figure 2).
7. Continue rotating the Installation
Shaft Washer until the Arm Pointer
is positioned within the Nominal
Position Window on the base plate,
then lock the tensioner in this
position by tightening the Mounting
Nut with 19±3 Nm of torque
(See Figure 4).
10. Engage the Hex Key and retain
it’s position while loosening the
Mounting Bolt with the Wrench.
The Mounting Bolt and the
Tensioner do not need to be
removed. Rotate the Installation
Shaft Washer counterclockwise with
the Hex Key until the Arm Pointer
returns to the Free-Arm Position
(See Figure 1). Follow step #5~9.
Fig. 4
Fig. 2
Now available from SKF:
Detailed mounting instructions,
listed by make and model
Shown here are just a few examples taken from the Mounting
Mulit-V and Timing Belts, a highly detailed manual providing
complete step by step instructions for the proper replacement of
timing and multi-V belt systems. European and Asian vehicles
are included. For more information, talk to your SKF dealer.
SKF Multi-V Belt Kits
SKF now offers kits for auxiliary belt replacement. These kits offer quality
and convenience when replacing belts that drive alternators, air conditioner
compressors, etc.
Multi-V Belt Kits include 1 auxiliary belt, 1 idler pulley, and 1 belt
tensioner unit plus mounting instructions.
Examine the old belt
Looking closely at the condition of the belt you have removed can provide
important clues about the drive system, for example, worn pulleys, partially or
completed seized components, oil leakage, etc.
Regardless of the condition of the belt, SKF recommends installing a new belt
to assure maximum efficiency of the engine, and trouble-free operation for
your customers.
Technical Tips
Removing and checking
multi-V belts and pulley fittings
Following are general guidelines for the replacement of multi-V or “serpentine”
belts. Because every engine is different, please consult your workshop manual
for more specific instructions.
Getting started
Use every service as an opportunity to add value to your customer
relationships by checking the condition of the engine’s multi-V belts.
They’ll appreciate your concern for their safety.
Deposits of material in the ribs of a belt typically will not cause the
belt to break but instead cause excessive noise and vibration. This
condition can be caused by excessive slippage due to insufficient
tension, misaligned pulleys, or worn pulley profiles.
A mis-aligned pulley will typically cause cord popout, in which a
section of cord appears at the side of the belt. This problem can be
serious when the cord becomes tangles in a fixed component.
• Disconnect the battery leads.
• Put the handbrake on.
• Before removing the old belt, observe the path of the belt on the various
pulleys. Mark on the old belt the direction in which it is fitted, so you can
install the new belt correctly.
• Before removing the belt, check the alignment of the pulleys. (You will want
to recheck the alignment after installing the new belt.)
Eliminating belt tension
• If the drive has an automatic belt tensioner spring, use the appropriate wrench
to rotate the belt tightening pulley in the opposite direction from which it is
stretched. Release the tension and block the tensioner by inserting a clamp pin
in its place.
• If the drive has an automatic hydraulic tensioner, release the tension by rotating
the pulley, as described above. Remove the hydraulic tensioner and compress
the small piston with a clamp until its opening corresponds to the hole on the
base of the tensioner. Block the small piston with an appropriate pin.
• Unscrew the stop nut(s) of the belt tensioner and remove the belt. If necessary,
also unscrew the lock nut(s) of the alternator or other accessories driven by
the multi-V belt.
Setting correct belt tension
with SKF TensiCheck
Key features include:
The SKF TensiCheck Belt Tension Testing Device takes the guesswork – and the
• Microprocessor programmed for belts on most vehicles.
great potential for error – out of timing belt replacement.
Developed by SKF research engineers, the SKF TensiCheck saves time
• Superior accuracy over manual methods and other digital calibration techniques.
• Simple design and universal graphics cross language barriers.
• Works on both timing belts and multi-V belts specifically found in SKF kits.
during installation and minimizes the danger of improper belt tensioning
and possible engine damage.
With its compact carrying case and multi-lingual instructions, the
SKF TensiCheck is handy and easy to use by anyone on the shop
floor. With the savings in time over trial and error methods, and
• Unlike competitive units, the SKF TensiCheck requires no calibration.
• Mounts on the outside of the belt for easier installation — competitive types
need to be mounted on the back side of the belt.
• Sensors show “overload” or “underload” conditions as well as battery charge.
the elimination of call–backs and unhappy customers, SKF
TensiCheck is a cost-effective investment for your garage.
The SKF TensiCheck
Belt Tension Testing Kit
This kit includes a handheld electronic
unit, a belt-mounted tensioning device,
and multi-lingual instructions, all in an
impact-resistant carrying case.
• Standard 9V battery powers the SKF TensiCheck for up to
25 hours or longer depending on use.
The SKF TensiCheck is handy and easy
to use by anyone on the shop floor.
It is also a cost-effective investement
for your garage.
SKF TensiCheck measuring
The SKF TensiCheck device made by SKF is an accurate, universal belt tension
testing device which can be used on almost all car models.
It can be used to check both the timing belts and auxiliary belts (3 to 8 ribs)
contained in the SKF VKMA kits, along with many other automotive belt sizes.
Because it calculates the correct tension to be applied to each belt and compares
this tension with the tension of the installed belt, the user immediately knows if
the belt is correctly loaded (green “OK” lamp lights up),
insufficiently loaded (red “–” lamp
lights up) or over-loaded (red “+”
lamp lights up).
Moreover the accurate tension,
measured in daN, is displayed on the
right part of the screen.
3
1
4
2
5
10
6
7
8
9
Having completed the correct belt and tensioner replacement procedure.
11
1. Before starting mesurement of a belt’s tension, turn the crankshaft two
revolutions and set it to the point where all the timing marks are aligned.
2. Press the red button to switch the SKF TensiCheck on.
mm/
U
daN
3. Select the belt characteristics using the following grey buttons.
Timing belt (top grey button)
4. Belt material HSN or XS / non HSN or non XS
(second from the top grey button).
5. Tooth profile curvilinear / trapezoidal (third from the top grey button).
6. Width (mm) of the belt (up and down grey buttons at the bottom):
The width will be displayed at the leftside of the screen.
7,8. Install the mechanical grip on the belt.
9. The mechanical grip must be placed at right angles to the belt with the
two fingers on the back of the belt, the single finger on the opposite
side of the belt must be placed in between two teeth (for timing belts)
or at right angles to the ribs (for auxiliary belts). The belt must be
placed in the middle of the single finger : the middle of the belt width
must be in front of the arrows shown on the grip’s body. Turn the knob
to clockwise until it locks (blocking point).
Note 1: the width and the material of timing belts are usually indicated
on the back of the belt:
41121x18 means 18 mm width and non HSN or XS material,
58113x1’’ HSN means 25.4 mm width and HSN material.
Note 2 : 1’’1/4 = 32 mm 1’’ = 25.4 mm 3/4’’ = 19 mm 1/2’’ = 12.7 mm.
Auxiliary belt (top grey button).
Number of V (up and down grey buttons at the bottom) :
The number of V will be displayed at the left side of the screen.
10. Press the green start button.
CAUTION:
11A. If, after pressing the green start button, three dots (...) are displayed on the
right side of the screen instead of a load, check theparameters of the belt
you have selected. This means that the belt type is not recognized by the
SKF TensiCheck. Restart the opera-tion from step 3.
• IMPORTANT: the belt tension must be set by progressively increasing the
belt load. Thus it is important for the adjustment of the belt tension to slacken
it completely and then restart to tension it.
11B. If the “-’’ red lamp lights up: the belt is insufficiently loaded.
11C. If the “+’’ red lamp lights up: the belt is over-loaded.
11D. If the “OK’’ green lamp lights up: the belt is correctly loaded.
If necessary, when the “-’’ or “+’’ red lamps are lit up, remove the mechanical
grip from the belt, adjust the belt load and restart the operation from step 1.
• If the SKF TensiCheck beeps : the load applied on the mechanical grip is too
high. Stop turning the knob immediately. If you do not you may damage the
load sensor mounted in the mechanical grip.
• If the beep is continuous : the load sensor has been over-loaded and thus cannot
perform correctly.
• If the SKF TensiCheck is switched on and not used within 15 minutes it switches
off automatically.
• If the red power lamp (above of the red ON / OFF button) flashes, change the
battery as soon as possible. The accuracy of the results could be affected if the
battery does not have enough power.
• The recommended battery to be used is an alkaline 9 V battery, type PP3/6LR61,
or alternatively you can use the auxiliary power cable SKF VKNA 10 connected
to the car battery.
Top car manufacturers across the globe choose SKF as their main wheel
bearing supplier for quality and safety. With SKF wheel bearing kits we
COMING
SOON!
make sure it stays that way throughout the life of the car. The same SKF
quality can be found in our full line of spare parts and tools. For more
information, contact your SKF representative or visit www.vsm.skf.com
• SKF Aquamax and other
water pumps
• Timing belt kits
• Suspension kits
• SKF TensiCheck
(belt tension tester)
• Wheel bearing kits
• Belt tensioner pulleys
• Clutch release bearings
• SKF IRIS (Integrated Repair
Information System)
• Multi-V belt kits
SKF IRIS (Integrated Repair Information System) – Combines automotive
diagnostics, repair information, just-in-time training and garage management
modules in one easy-to-use PC-based system.
Watch your mail for more information about this breakthrough tool.
The high visibility of Formula One racing.
For over 50 years, SKF products and expertise have helped make Ferrari a
formidable force in Formula One racing. This year’s Ferrari car has more than
150 SKF components!
Grow your business with
the industry’s most trusted brand.
For more information about SKF timing belt or multi-V belt kits or any
of our other products, contact your SKF representative or visit our website:
Save time, get answers,
at www.vsm.skf.com
The latest product news, trouble-shooting tips,
and technical information are just a click away
at the SKF automotive aftermarket website.
Visit us soon — and often!
PP2© Copyright SKF 2002
Price - 10 Euro

Timing Belt and Multi

Transcription

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