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Timing Belt and Multi-V Belt Kits
The complete garage guide to choosing and using
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Become an expert in timingand multi-V belt inspectionand 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.
Don’t take chances with the lifeof your customers’ engines.
Introduction .............................. 2-3
Protection and profitability............ 4-5
Technical overview .................... 6-9
SKF brand kits and components ........................ 10-13
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
Troubleshooting and failure analysis .................... 26-31
Good practices and helpful hints ........................ 32-33
Setting up automatic tensioners...... 34-37
SKF Mounting Maunal .................. 38-39
SKF multi-V belt kits....................40-41
Setting correct belt tension............42-49
Other SKF kits ............................ 50-51
SKF website .............................. 52
Keeping your customers’ cars runningefficiently and safely is a good way toearn their trust and build your business.
TABLE OF CONTENTS
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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.
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.
Protection for your customers. Profits for you.
High-performance materials.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.
Trapezoidal
Curvilinear
Modified Curvilinear
120
100
80
60
40
20
0
120
100
80
60
40
20
0
1986 1990 1994
New HSN ApplicationsExceed Neoprene ApplicationsSince 1986(Based on USA Vehicle Sales)
Cum
ulat
ive
New
App
licat
ions
198
6-19
94
Fast Facts
Belts made of HSN cost more—but the added performance makes them the best value
Increased engine demands required tougher, more durable timing belts.
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.
4 5
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Technical OverviewIn 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.
Engine front end drive
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 driveThe crankshaft drives auxiliary components (alternator, air conditioning
compressor, power steering pump, ...) via a V or multi-V belt.
Belt tensioner unit
Water pump pulley
Idler pulley
Crankshaft
Crankshaft pulley
Belt tensioner unit
Multi-V belt
Camshaft pulley
Timing belt
Injection pump pulley
Power steering
pump
Alternator pulley
Air conditioning compressor
Belt tensioner unit (BTU)with an eccentric
Automatic BTU with a built-inspringand friction system.
Belt tensioner unit (BTU) with a rear plate
Automatic BTU with a damper
Function andCharacteristics of Multi-V belts
• High load-transmittingcapacity
• Optimised vibrationand noise
• Robust design
• High flexibility
• Crack and wearresistance
• Temperature range of -40ºC to +120ºC
• Belt life of 160,000 kmor 10 years
Belt tensioner unitThe 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.
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.
Main designs currently used are shown here:
6 7
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Idler pulleyThe idler pulley is fixed and allows the belt to be correctly wound around the
driven component. Main designs currently used are shown here:
Timing BeltThe timing belt teeth are of eighter a curved or trapezoid section. Each individual
design can be seen from the product list.
Timing belt constructionThe timing belt is manufactured with a fibre-glass or steel braided laminated inner
core, coated with synthetic rubber or neoprene.
Multi-V beltAn 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.
Multi-V belt tensioner pulleyWhen 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:
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.
Idler pulley
Idler pulley with multi-V Automatic BTU with a built-in spring andfriction system
Idler pulley with rear plate
BTU with a rear plate
Technical Overview, continued
8 9
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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.
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.
200120001999199819971996199519941993199219911990
ALFA AUDI BMW CIT FIAT FORD LADA LANC OPEL PEUG REN ROV SEAT SKOD VAG VOL
60
50
40
30
20
10
0 DAE DAIH HONDA HYUN ISUZU KIA MAZDA MTS NISSAN PROT SUBARU SUZ TOYOTA
45
40
35
30
25
20
15
10
5
0
European models Asian models
SKF kit availability vs. other brands*
* SKF kits shown in blue.
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.)
• 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.
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What’s in the kits?
VKMA timing belt kits include:1 or 2 timing belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions
VKMC timing belt kits with damper include:1 timing belt / 1 damper tensioner unit / 0 or 1 idler pulley / mounting instructions
VKMC timing belt kits with water pump include:1 timing belt / 1 water pump / 0 or 1 idler pulley / mounting instructions
VKMA multi-V belt kits include:1 or 2 multi-V belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions
Guide to symbols used on box labels
Belt tensioner kit
Idler pulley
Multi-V belt tensioner pulley
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• Fit new idler pulley (3), and/or new tensioning pulley (2), in disengaged position,
as necessary.
• 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.
• 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.
• Refit battery earth cable.
Typical Timing Belt Fitting
Removal and Fitting Instructions
Typical Timing Belt Removal• 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.
• Remove timing belt – remove tensioning pulley and/or idler pulley, as necessary –
refer to Fig. B, C or D.
Figure A
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 B
Figure C Figure D
The example shown
here is provided to
illustrate a typical timing
belt tensioner procedure,
as explained in every
SKF timing belt kit.
Because every engine
has its own unique
characteristics, always
refer to the car
manufacturer’s specific
mounting procedures
in full.
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Automatic Tensioners— 55 million vehicles and growingAs 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.
• 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.” 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:
• 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.
Continuing innovationSKF 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.
Profit-building tips
• When performing anyunder-the-hood service,take an extra few minutes to check everyvehicle’s belt and tensioner system—especially if belt squeal is noticed.
• Recommend a complete Multi-Vbeltsystem replacement to your customers—the best way to assureno trouble down the road.
Timing and multi-V belts in the newsTypical problems with timing and auxiliary belt systemsAuto 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.
“oil contamination on belt
causing failure”
“timing system can be
misaligned”
“check for bad mounting of tensioner”
“alternator belt system and pulley become noisy” “risk of
belt failure”
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Frequently asked questions Frequently asked questionsQ: Tensioners and pulleys sometimes look
the same. Can I interchange?
A:You should only fit part numbersspecifically 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 newmotor. The exterior appearance of the bearing unit may hide internalchanges that have taken place to meetthe 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 refittedand used.The original belt has alreadybeen in use at its optimized tension, sothe properties of the belt have changedcompared 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 timingbelt and tensioner change be carried out?
A: Most car manufacturers including PSA, FORD, RENAULT, and OPELspecify complete repairs to their modelsduring a specified service period.Outside this period the system shouldbe checked for damage. Or if you are in doubt about the condition ofcomponents, you should recommend acomplete 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 includethe waterpump, timing belt and tensioners.It is well known that the belt should bereplaced after changing the pump.
Q: Multi-V belt and tensioner systems arebecoming more common. What adviceshould I give my customer?
A:The multi-V system usually coverspower steering, alternator, and air conditioning. If neglected, there is thepotential that belt failure could causeproblems such as charging sytem failureor sudden difficuly in steering. Onsome engines a snapped multi-V beltcan enter the timing system and causeengine damage .
Q: There are many brands of timing beltkits available. Why should I use SKF?
A: SKF was the first company to launchthis concept ,and since then has continued to use its OE manufacturingexperience to lead the market with OE approved components in SKFbranded boxes.
Q: What’s the main benefit to our garagefor using timing belt kits?
A:You will be more efficient, having thenecessary components in one box.Youwill also have the ability to promote aprofessional 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 ontheir own?
A: Sometimes you will only be requiredby the customer to change the pulleyor tensioner, so for flexility we offer anextensive range of these.
Q: What is the difference between a timingbelt kit and a multi-V belt kit?
A:The timing belt kit is used on timingsystem in which the crankshaft drivesthe camshaft(s) and actuates the valvesvia a timing belt.The multi-V belt kit isused on auxiliary drives in which thecrankshaft drives auxiliary componentssuch as the alternator, air conditioningcompressor, power steering pump etc.)via a multi-V belt.
Q: What is a belt tensioner unit?
A:The belt tensioner unit sets the rightbelt tension and provides guidance forthe belt.
Q: What is the difference between a BTUand an Automatic BTU?
A:The adjustment of tension duringmounting is achieved by means of aneccentric or by means of a spring actingagainst a near plate.
Q: What is an idler pulley?
A:The idler pulley is fixed and allows thebelt to be correctly wound around thedriven components.
Q: How can I check the belt tensioner?
A: Using the SKF TensiCheck, a belt tensiontesting device that ensures proper tension of the belt after mounting.
Q: When should one repair and/or changea timing belt system and a multi-V beltsystem?
A:The car manufacturers recommend tochange belt and belt tension pulleys at:timing belt drive: 80 000- 120 000 km;multi-V belt drive: 50 000-80 000 km
Q: What are the contents of the SKF timing belt and multi-V belt kits?
A:VKMA: 1 belt plus 1 or more belt tension pulleys VKMC: 1 belt plus 1 ormore belt tension pulleys plus 1 waterpump VKM: 1 belt tension pulley withaccessory components like screws orwashers if needed for mounting.
Q: What is the difference between a timingbelt pulley and a multi-V belt pulley?
A: Pulleys for multi-V belt can be BTU,Automatic BTU or Idler.Their profileis often characterized by one or more ribs.
Q:What are the main causes of belt damage?
A:Too high or too low tension, vibrations,high temperature and belt misalignment.
Q: Why is it recommended to also changebelt tensioner pulleys when the belt isrepaired?
A:The main source of the belt’s damagehas most definitely affected the otherrotating components of the timing andauxiliary systems, like the BTU,Automatic BTU and idler pulley.Toallow a complete and safe repair for theengine, SKF recommends changing thebelt and the belt tensioner pulleys at thesame time.
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Change frequency and fitting timesThe 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.
Change frequency and fitting times
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
ALFA ROMEO
33 1186/1351/1490 cc 83-94 hydraulic tappets VKMA 02500 2.7 80k 14 19mechanical tappets VKMA 02501 2.7 80k 14 19
145/146 1351cc 94-96 VKMA 02501 3.1 120k 14 19155 1747cc 96-97 VKMA 02173 3.1 120k 16 22156 1747cc 97-01 VKMA 02173 3 120k 16 22
AUDI
80 1781cc 08/81-12/91 VKMA 01000 1.5 120k 15 201984cc 3A 09/86-10/90 VKMA 01000 1.5 120k 15 20
AAD 08/90-07/93 VKMA 01001 1.5 120k 15 20ABK/ABT/ADW 08/90-11/94 VKMA 01001 1.4 120k 15 20
12/94-7/95 VKMA 01003 1.4 120k 15 206A/ACE 03/93- 07/94 VKMA 01020 1.4 120k 17 23
08/94-07/95 VKMA 01023 1.4 120k 17 23
100 2309cc AAR 12/90-94 belt 147x19 VKMA 01050 2.3 120k 13 17
A4 1595cc AHL/ANA/ARM 11/94-99 belt 138x23 VKMA 01113 2.5 120k 15 211781cc ADR/AEB/AYA 11/94-01 belt 153x25 VKMC 01008 2.2 120k 17 23
belt 152x25 VKMA 01004 2.2 120k 17 231896cc AFF/1Z/AFN/AHU/AVG 11/94 -01 VKMA 01014 2.9 90k 21 28
BMW
318 1795cc M40 10/91-93 VKMA 08000/08001 2.2 45k 14 19
320 1990cc M20 84-91 round belt profile VKMA 08110 1.9 60k 17 23
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
CITROËN
AX 954cc/1124 cc TU9/TU1 09/86-07/92 VKMA 03100 1.7 80k 11 1507/92-98 VKMA 03100 1.7 120k 11 15
1360cc TU3 09/86-93 belt 108x17 VKMA 03110 1.7 80k 11 1593-96 belt 101x17 VKMA 03111 1.7 120k 11 15
BX 1360cc TU3 87-93 belt 108x17 VKMA 03110 2.1 80k 11 15belt 101x17 VKMA 03111 2.1 120k 11 15
1580cc XU5 87-01/92 VKMA 03200 3.2 120k 11 1502/92-93 VKMA 03201 3.2 120k 11 15
SAXO 1124cc TU1 96 –> VKMA 03100 1.7 120k 11 15
1527cc Diesel TU5D 96 –> VKMA 03121 1.9 120k 17 23
XANTIA 1761cc XU7 03/93 –> VKMA 03201 2.4 120k 11 151905cc Diesel/TD XUD9/T 03/93-12/93 VKMA 03240 3 80k 17 23
01/94 –> VKMA 03241 4.4 120k 17 231997cc HDI DW10 99 –> VKMA 03246 4.6 160k 17 23
XSARA 1905cc Diesel/TD XUD9 97 –> VKMA 03241 4.4 120k 17 23
ZX 1360cc TU3 03/91-98 belt 108x17 VKMA 03110 1.7 120k 11 15belt 101x17 VKMA 03111 1.7 120k 11 15
1905cc Diesel XUD9 91-12/93 VKMA 03240 2.6 80k 17 2301.94 –> VKMA 03241 2.6 120k 17 23
FIAT
CINQUECENTO 1108 cc 92-98 VKMA 02202 1.4 100k 12 16
PANDA 769cc FIRE (750) 86-90 VKMA 02200 0.75 60k 12 161108cc FIRE 86-90 VKMA 02200 0.75 60k 12 16
PUNTO 1108cc (55) 93-2001 VKMA 02202 1.05 100k 12 161242cc (60/75) 93-2001 VKMA 02201 1.05 100k 10 14
1697cc Diesel 93-2001 VKMA 02152 1.45 105k 15 20
TIPO 1372cc 88-90 VKMA 02410 1.5 60k 10 1491-96 VKMA 02410 1.5 100k 10 14
UNO 994cc 146C7.000 89-90 VKMA 02021 1 60k 12 1691-95 VKMA 02021 1 100k 12 16
999cc FIRE (146E5/EC/ED/EE) 89-90 VKMA 02200 1.05 60k 12 1691-95 VKMA 02200 1.05 100k 12 16
1108cc FIRE (146EF/ET/EW) 89-90 VKMA 02200 1.05 60k 12 1691-95 VKMA 02200 1.05 100k 12 16
1116cc CS (146A7) 89-90 VKMA 02216 1.25 60k 12 16
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Change frequency and fitting times
Change frequency and fitting times
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
FORD
ESCORT 1296cc HL13 (CVH) 76-87 VKMA 04200 0.8 90k 13 181392cc/1597cc HL14 (CVH)/HL16 (CVH) 07/83-04/92 belt 97x19.75 VKMA 04201 0.8 60k 13 18
05/92 –> belt 97x21.6 VKMA 04202 0.8 60k 15 201596cc/1769cc ZH16/ZH18 (ZETEC E) 92-02/94 VKMA 04210 2.6 90k 17 23
03/94-99 VKMA 04212 2.6 120k 17 231753cc Diesel/Turbo Diesel 88-10/95 VKMA 04103 2.2 60k 13+15 18+21
11/95-01/97 VKMA 04106 2.2 60k 15+15 20+2002/97 –> VKMA 04107 2.2 105k 15+15 20+20
FIESTA 1242cc/1388cc ZHL12/ZHL14 (ZETEC S) 08/95-02/97 VKMA 04220 2.3 150k 15 201392cc HL14 (CVH) 07/83-04/92 belt 97x19.75 VKMA 04201 0.8 60k 13 18
05/92 –> belt 97x21.6 VKMA 04202 0.8 60k 15 201753cc Diesel/Turbo Diesel 88-10/95 VKMA 04103 2 60k 13+15 18+21
11/95-01/97 VKMA 04106 2 60k 15+15 20+2002/97 –> VKMA 04107 2 105k 15+15 20+20
MONDEO 1596/1769/1998cc ZH16/ZH18ZH20 (ZETEC E) 93-02/94 VKMA 04212 2.9 90k 17 2303/94-05/98 VKMA 04212 2.9 120k 17 23
1753cc Diesel/Turbo Diesel 93-10/95 VKMA 04103 3.2 60k 13+15 18+2111/95-09/96 VKMA 04106 3.2 60k 15+15 20+20
10/96 –> VKMA 04107 3.2 105k 15+15 20+20
HONDA
CIVIC 1300cc/1500cc D13B/D15B 88-95 VKMA 93500 2.2 100k 16 22
MAZDA
323 1324cc B3 (SOHC) / (BF#) 04/87 –> VKMA 94101 1.7 100k 15 20B3 (SOHC) / (BA/G/J#) 10.96 –> VKMA 94102 1.7 100k 15 20
1597cc B6 / (BF/W# ) 87 –> VKMA 94101 1.7 100k 15 20B6 (SOHC) / (BG# ) 06/89-12/95 VKMA 94102 1.7 100k 15 20
626 1998cc FS / (GF/V# ) 08/91 –> VKMA 94010 1.7 100k 17 23FE (DOHC) / (GD#) 06/87-10/91 VKMA 94601 1.5 100k 17 23FE (SOHC) / (GD#) 06/87-10/91 VKMA 94230 1.5 100k 17 23
NISSAN
MICRA 1000cc MA10S / (K10) 12/82-12/88 VKMA 92400 1.9 60k 15 2112/88-11/92 VKMA 92401 1.9 60k 13 17
OPEL/VAUXHALL
ASCONA 1598cc 16N / Manual Gearbox 81-86 —>| 14054370 VKMC 05400 0.9 60k 13 1814054371 |—> VKMC 05401 1.2 60k 13 18
ASTRA 1398cc C14NZ/SE./.14NV/SE./.X14NZ 92-97 belt 111x17 VKMA 05121 0.9 60k 11 15WITH W/ PUMP VKMC 05121 1.5 60k 11 15
1398cc 16 v X14XE 94-97 belt 169x20 VKMA 05150 0.9 60k 13 1898 –> belt 162x20 VKMA 05152 1.5 120k 13 18
1598cc 16 v X16XEL 94-97 belt 169x20 VKMA 05150 0.9 60k 13 1898 –> "—>I mot 20041690 VKMA 05152 1.1 60k 13 1898 –> "I—> mot 20041691 VKMA 05154 1.1 120k 13 18
1699cc 17D 85-93 belt 146x24 VKMA 05201 2.4 60k 16 2217DR / X17DTL ECOTURBO 92-98 belt176x24 VKMA 05202 3 60k 16 22
X17TD 92-8/94 VKMA 05213 2.8 120k 20 279/94-98 "—>I MOT 029078 VKMA 05214 2.8 60k 20 279/94-99 "I—>MOT029079 VKMA 05215 2.8 120k 20 27
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
OPEL/VAUXHALL, continued
CORSA 1195cc/1398cc C12NZ/C14NZ 83-93 belt 111x17 VKMA 05121 1 60k 11 15WITH W/ PUMP VKMC 05121 1.3 60k 11 15
1398cc 16 v X14XE/X14SZ 94 –> VKMA 05150 1.1 60k 13 181488cc X15TD 93-99 "—>I MOT 029082 VKMA 05208 1 120k 20 27
"I—>MOT 029083 VKMA 05210 1 120k 20 27
TIGRA 1398/1598 cc 16v X14XE/X16XEL 94 –> VKMA 05150 1.1 60k 13 18
VECTRA 1598cc 16SV/E16NZ/C16NZ/X16SZ 89-95 VKMA 05121 1.3 60k 11 15"+ w/pump VKMC 05121 2 60k 11 15
1598cc 16vv X16XEL 11/95 –> VKMA 05150 0.8 60k 13 181699cc X17TD 96 –> "—>I MOT 029082 VKMA 05214 1.5 60k 20 27
"I—>MOT 029083 VKMA 05215 1.5 120k 20 271998cc C20NE 93-95 belt 146x20 VKMA 05402 1.8 60k 13 181998cc 20XE/C20XE 89-92 belt 141x24 VKMA 05211 1.3 105k 16 22
93-95 belt 176x24 VKMA 05220 1.1 60k 16 221998cc C20SEL/X20XEV 95 –> belt 169x24 VKMA 05222 1 60k 16 22
2500cc V6 C25XE/X25XE 93-99 "—>I CH W7154528 VKMA 05500 2.5 60k 20 27
PEUGEOT
106/206 954cc/1124cc TU9/TU1 92 –> VKMA 03100 1.8 120k 11 151360cc TU3 92 –> belt 108x19 VKMA 03100 1.8 120k 11 15
belt 101x17 VKMA 03110 1.8 120k 11 15
106 1527cc Diesel TUD5 95 –> VKMA 03121 2.2 120k 17 23
205 954cc/1124cc TU9/TU1 92 –> VKMA 03100 1.6 120k 11 151769cc Diesel XUD7 83-12/93 VKMA 03240 3.8 120k 17 23
01/94-97 VKMA 03241 3.8 120k 17 23
306 1360cc TU3 93 –> VKMA 03110 1.9 120k 11 151587cc TU5 93 –> VKMA 03111 1.8 120k 11 15
1868cc Diesel DW8 98-99 VKMA 03244 3.8 120k 17 231905ccT/D XUD9/T 93-12/93 VKMA 03240 5.3 120k 17 23
01/94 –> VKMA 03241 4.8 120k 17 23
405 1580cc/1905cc XU5/XU9 87-01/92 VKMA 03200 2.9 120k 11 1502/92-96 VKMA 03201 3.5 120k 11 15
1905cc XU9J4 88-92 VKMA 03210 3.5 120k 17 231769cc/1905cc Diesel XUD7 / XUD9/T 88-12/93 VKMA 03240 3.8 120k 17 23
01/94-96 VKMA 03241 3.9 120k 17 231998cc 16 vv XU10/J4 92-95 VKMA 03211 3.7 120k 21 28
406 1761 cc XU7JP4 96-01 automatic tensioner VKMA 03214 3 120k 17 231997cc HDI (90/110CV) DW10 99 –> VKMA 03246 4.5 160k 17 23
2138cc T/D XUD11BT 96 –> VKMA 03251 4.2 120k 17 23
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Change frequency and fitting times
Change frequency and fitting times
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
RENAULT
CLIO 1149cc D7F 90-99 VKMA 06010 2.1 120k 11 151171cc E5F/E7F 90-02/98 VKMA 06000 2.3 120k 11 151390cc E6J/E7J 90-02/98 VKMA 06000 2.3 120k 11 15
03/98-99 VKMA 06001 3 120k 11 15
ESPACE 2068cc J8S 85-01/95 VKMA 06211 3 112k 17 2302/95-97 VKMA 06213 4 112k 17 23
2188cc T/D G8T 96-99 VKMA 06501 4.4 120k 17 23
LAGUNA 1794cc F3P 94-99 VKMA 06101 3.6 120k 13 171998cc F3R 94-99 VKMA 06103 3.6 120k 13 17
98-99 "+ pulley toothed VKMA 06123 3.6 120k 13 172188cc T/D G8T 95-11/95 VKMA 06500 4.4 120k 17 23
11/95-99 VKMA 06501 4.4 120k 17 23
MEGANE/SCENIC 1390cc E7J 96-99 belt 95x17 VKMA 06000 2.1 120k 11 1598-99 belt 96x17 VKMA 06001 2.1 120k 11 15
1598cc K7M 96-99 belt 95x17 VKMA 06000 2.1 120k 11 1596-99 belt 96x17 VKMA 06001 2.1 120k 11 15
1870cc F8Q 10/96-99 VKMA 06124 4 120k 17 231870cc Diesel F9Q 98-99 VKMA 06125 4 75k 17 24
1998cc F3R 97-99 VKMA 06123 4 120k 13 17
R 19 1390cc E6J/E7J 89-96 VKMA 06000 2.3 120k 11 151721cc F2N/F3N 89-96 VKMA 06101 2.3 120k 13 17
R 21 1995cc J7R 86-90 VKMA 06206 2.5 120k 13 1790-93 VKMA 06207 2.5 120k 13 17
TWINGO 1149cc D7F 93-99 VKMA 06010 1.9 120k 11 15
ROVER
200 /400 series 1396cc 16vv 14K4 (DOHC) 10/89 –> belt 264x23 VKMA 07310 2.5 160k 15 211590cc 16vv D16A(SOHC) 10/89-95 VKMA 93001 3.45 100k 16 22
D16A(DOHC) 10/89-95 VKMA 93002 3.15 100k 16 221769cc TD 8A8/D9B 83-12/93 VKMA 03240 4.05 120k 17 23
01/94 –> VKMA 03241 4.05 120k 17 23
SEAT
CORDOBA 1781cc ABS 93 –> VKMA 01000 1.4 120k 15 20
IBIZA 1193cc/1461cc 84-92 VKMA 02700 1.3 100k 13 17
TOLEDO 1896cc TD AAZ 93-96 "—>I MOT 552764 VKMA 01011 1.8 120k 21 2893-06/96 I—>MOT 552765 VKMA 01013 1.8 120k 21 28
07/96-08/97 VKMA 01013 1.8 120k 21 28
SUZUKI
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 VKMA 96204 2.4 100k 13 1791-04/96 VKMA 96002 2.4 100k 17 23
SKF TYPICAL BELT MIN MAXMODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION
TIME* FREQ VALUE(dan) VALUE(dan)
TOYOTA
CARINA II 1587cc 4A-F/FE 12/87-04/92 VKMA 91702 2 100k 15 211974cc Diesel 1C/2C 04/82-02/95 VKMA 91100 1.8 100k 17 23
CARINA E 1587cc 4A-FE 02/92-05/95 VKMA 91005 2.3 100k 14 191974cc Diesel 2C 02/92-10/97 VKMA 91100 2.3 100k 17 23
COROLLA 1295cc 2E-L 04/86-92 VKMA 91201 1.3 100k 16 221332cc 4E-FE 05/95 –> VKMA 91400 2 100k 17 241587cc 4A-FE 09/93 –> VKMA 91005 2 100k 14 19
1839cc/1974cc Diesel 1C/2C 05/83-09/93 VKMA 91100 2.2 100k 17 23
STARLET 999cc 1E/1E-L 04/86-03/95 VKMA 91205 1.7 100k 16 221295cc 2E 12/89 –> VKMA 91201 1.9 100k 16 22
VOLKSWAGEN
BORA 1598cc AEH/AKL 99 –> VKMA 01113 2.6 100k 15 21
GOLF 1272cc 79-89 with w/pump VKMC 01100 0.9 120k 15 211390cc AHW/AKQ 10/97 –> "—>mot 242000 VKMA 01120 2 100k 13 18
1702cc/1781cc 82-94 VKMA 01000 0.65 120k 15 201896cc TD AAZ 92-05/94 "—>I MOT 552764 VKMA 01011 2 90k 21 28
06/94-99 "I—> MOT 552765 VKMA 01013 2 90k 21 281896cc TDI AGR/AHF/ALH 98-01 VKMA 01131 3 60k 21 28
SHARAN 1896cc TDI 1Z/AFN/AHU 09/95 –> VKMA 01014 3 90k 21 28
PASSAT 1595cc 05/73-93 belt 121x18 VKMA 01000 1.5 120k 15 201781cc 82-96 belt 121x18 VKMA 01000 1.5 120k 15 201781cc ADR/ANB/APT/APU/ARG 10/96-01 belt 152x25 VKMA 01004 2.5 180k 17 23
with hyd/piston+belt 153x25 VKMC 01008 2.5 180k 17 231896cc TDI AFN/AHU 10/96-08/98 VKMA 01014 3 90k 21 282496cc TDI AFB/AKN 08/98-01 with hyd/piston VKMC 01150 3.3 120k 20+26 27+35
POLO 1043cc 82-94 with w/pump+belt 108x19 VKMC 01100 1.9 120k 15 2191-94 with w/pump+belt 128x19 VKMC 01103 1.9 120k 13 17
10/94-06/96 belt 132x19 VKMA 01105 1.3 120k 13 171272cc 75-94 with w/pump+belt 108x19 VKMC 01100 1.9 120k 15 21
91-94 with w/pump+belt 128x19 VKMC 01103 1.3 120k 13 17
VENTO 1781cc ABS/ADZ 93-99 belt 121x18 VKMA 01000 1.6 120k 15 20
VOLVO
740/760 2316cc B23/B230 83-92 VKMA 06300 1.6 80k 15 21
740/760 2383cc T/D D24/TIC 83-90 VKMA 01040 2.2 120k 20 27with w/pump VKMC 01040 2.4 120k 20 27
940/960 2316cc B230 91-92 VKMA 06300 1.4 80k 15 2193-96 VKMA 06301 1.4 80k 13 17
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
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Trouble shooting and failure analysisSymptom/Appearance Probable Cause Corrective Action
The plastic idler pulley appears to be worn 1) Extreme environmental wear. Replace.on belt tracking area. (i.e., heat, water, stones).
On plastic idlers, pulley has a chip in it. 1) Stone damage. Replace only if 2) Faulty installation practices. chip is in belt
tracking area.
Tensioner bearing has been marred in belt 1) Stone damage. Replace only if tracking area. 2) Faulty installation practices. deformation is in
belt tracking area.
Tensioner bearing shows signs of corrosion. 1) Coating on pulley has worn off. Replace.2) NOTE: it is normal for coating
to wear off belt tracking area.
Bearing has excessive wobble (free rock) 1) Bearing failure. Replace.2) Excessive load on pulley.3) Belt is not tracking properly
over pulley
Bearing Appearance Probable Cause Corrective Action
Grease appears to be leaking out 1) Seal degradation. Replace.of the bearing. 2) Excessive radial internal clearance
in bearing.
Bearing seal is missing or damaged. 1) Worn pulley. Replace.2) Environmental damage
(i.e., heat, water, stones).
Bearing seal looks damaged. 1) Faulty installation practices. Replace.2) Environmental damage
(i.e., heat, water, stones).
Loose, Sticking or Seized Pulley Probable Cause Corrective Action
Tensioner bearing is seized and will not 1) Bearing is damaged. Replace.rotate freely.
Tensioner bearing does not rotate smoothly 1) Radial internal clearance in bearing Replace.or had a sticky feel to it when spun. is too low.
2) Bearing fit in pulley is tight
Pulley and bearing have relative motion. 1) This signifies that bearing is Replace.not being constrained.
Noise Probable Cause Corrective Action
Bearing makes a high pitched whine or 1) Worn bearing. Replace.hooting noise after the engine is started. 2) Bearing fit is incorrect.Noise lasts up to three minutes.
Bearing makes a high pitched whine 1) Bearing is not functioning properly. Replace.or operation During normal
operation, bearing is very quiet.
Bearing assembly rattle when shaken. 1) Bearing cage is broken. Replace.2) Balls in bearing are loose.3) Bearing is void of lubricant.
Tracking Probable Cause Corrective Action
Belt does not track properly on idler belt 1) Bearing is not fixed to the correct Replace.tracking surface. depth in pulley.
2) Belt tracking surface is not square tobearing mounting surface.
3) Pulley tracking surface is tapered.(Crowning or bowing of belt trackingsurface is sometimes intentional).
(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 loadNormal loading direction duringcorrect eccentric rotation
Abnormal loadAbnormal loading direction during wrong eccentric rotation
Correct direction for the adjustment of the eccentric(direction of arrow)
Direction of adjustment actually used (wrong direction)
Crack
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Heavy damage on pulley flange. Heavy damage on the second face ofidler and baring seal, probably causedby an external element coming in contactwith the pulley during running.
Pollution of belt fibers inside of pulleys–material from belt has overtime goneinto workings of bearing unit and causedfailure.
Significant traces on the plastic pulleys of impact damages by foreign objects.
Significant traces on the plastic pulleysof impact damages by foreign objects.
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Impact damage on bearing due towrong fitting onto block.
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Trouble shooting and failure analysis, continued
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Analyzing belt wear and damageA 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.
Torn or broken belt with ragged, jagged cordProbable cause: Excessive fitting tension.
Belt exhibits tooth shearProbable cause: Insufficient belt tension.
Completely detached or worn teethProbable cause: Either excessive or insufficient belt tension
Hollowed teethProbable cause: Insufficient belt tension
Back of belt is crackedProbable cause: Incorrect temperature
Land wearProbable cause: Excessive belt tension
Oil contamination on beltProbable cause: Contamination from oil or other petroleum derivatives
Visible wear on edge of beltProbable cause: Misaligned pulleys and/or tensioner
Excessive noiseProbable cause: Incorrect tension
1 2
3 4
5 6
7
9
8
1
2
3
4
5
6
7
8
9
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Good practices and helpful hints Belt life vs. correct tension
Correct fittingLorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat
Screw Ø 10Positioning screw
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Incorrect fittingLorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat
Belt
tens
ion
Chord ripping
Flank wear
Normal wear
Ripping of teeth
Tooth jump
Life of belt
Correcttension
General HintsDo 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 functioningcorrectly and that the other pulleys such as the belt tightening pulleyand driver rollers are free, without too much float.
Check for wear on the flanges. Rotate the driving shaft to the TDC ofcylinder number 1; in the case of an engine with a double camshaft,assure that both are in the TDC position.
As this graph shows, the correct tension is critical to the life of thebelt. Both excessive and insufficienttension can damage the belt andcause premature failure.
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This specific procedure is provided onlyas an example of a typical timing belttensioner procedure.Always refer to thecar manufacturer’s specific mountingprocedures in full.
Timing Belt Tensioner ProcedureRenault G8T 2.2L Diesel engine
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.
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.
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).
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
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).
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.
8. Rotate the crankshaft two (2)
complete revolutions manually for
proper seating of the belt until the
crankshaft is repositioned at the
TDC position.
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.
Note:When the engine is started and
idling at room temperature (20°C), the
mean belt position mark on the ten-
sioner 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 tol-
erance range (See Figure 5).
Setting up automatic tensioners: a typical example
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Timing Belt Tensioner (979272) for aftermarketVW 1.4/1.6L SOHC, I4 (EA 111)Revision date: 07/31/1998
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.
Initial Setup of the TBT (Timing Belt Tensioner)
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).
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).
(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).
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).
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
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.
Setting up automatic tensioners: a typical example
Fig. 1
Fig. 4
Fig. 2
Fig. 3
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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.
Now available from SKF: Detailed mounting instructions, listed by make and model
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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 TipsUse every service as an opportunity to add value to your customerrelationships 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 thebelt to break but instead cause excessive noise and vibration. Thiscondition can be caused by excessive slippage due to insufficienttension, 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 beserious when the cord becomes tangles in a fixed component.
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.
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
• 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.
SKF Multi-V Belt Kits
Removing and checking multi-V belts and pulley fittings
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Setting correct belt tensionwith SKF TensiCheckThe SKF TensiCheck Belt Tension Testing Device takes the guesswork – and the
great potential for error – out of timing belt replacement.
Developed by SKF research engineers, the SKF TensiCheck saves time
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
the elimination of call–backs and unhappy customers, SKF
TensiCheck is a cost-effective investment for your garage.
This kit includes a handheld electronic
unit, a belt-mounted tensioning device,
and multi-lingual instructions, all in an
impact-resistant carrying case.
The SKF TensiCheck Belt Tension Testing Kit
Key features include:• Superior accuracy over manual methods and other digital calibration techniques.
• Microprocessor programmed for belts on most vehicles.
• Simple design and universal graphics cross language barriers.
• Works on both timing belts and multi-V belts specifically found in SKF kits.
• 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.
• 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.
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Having completed the correct belt and tensioner replacement procedure.
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.
SKF TensiCheck measuringThe 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.
1
2
3
4
5
67 8 9
10
11
mm/U daN
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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.
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.
7,8. Install the mechanical grip on the belt.
9.The mechanical grip must be placed at right angles to the belt with thetwo 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 beplaced in the middle of the single finger : the middle of the belt widthmust be in front of the arrows shown on the grip’s body.Turn the knobto clockwise until it locks (blocking point).
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10. Press the green start button.
11A. If, after pressing the green start button, three dots (...) are displayed on theright side of the screen instead of a load, check theparameters of the beltyou have selected.This means that the belt type is not recognized by theSKF TensiCheck. Restart the opera-tion from step 3.
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 mechanicalgrip from the belt, adjust the belt load and restart the operation from step 1.
CAUTION:
• 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.
• If the SKF TensiCheck beeps : the load applied on the mechanical grip is toohigh. Stop turning the knob immediately. If you do not you may damage theload sensor mounted in the mechanical grip.
• If the beep is continuous : the load sensor has been over-loaded and thus cannotperform correctly.
• If the SKF TensiCheck is switched on and not used within 15 minutes it switchesoff automatically.
• If the red power lamp (above of the red ON / OFF button) flashes, change thebattery as soon as possible.The accuracy of the results could be affected if thebattery 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 connectedto the car battery.
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Top car manufacturers across the globe choose SKF as their main wheel
bearing supplier for quality and safety.With SKF wheel bearing kits we
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
• Suspension kits
• Wheel bearing kits
• Clutch release bearings
• Multi-V belt kits
• Timing belt kits
• SKF TensiCheck (belt tension tester)
• Belt tensioner pulleys
• SKF IRIS (Integrated RepairInformation System)
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!
The high visibility of Formula One racing.
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.
COMING SOON!
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:
Grow your business with the industry’s most trusted brand.
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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!
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Save time, get answers, at www.vsm.skf.com
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