Timing Belt and Multi-V Belt Kits - · PDF fileTiming Belt and Multi-V Belt Kits ... chain. Due to its ... 1 timing belt / 1 damper tensioner unit / 0 or 1 idler pulley / mounting

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Timing Belt and Multi-V Belt Kits

The complete garage guide to choosing and using

www.bergab.ru Берг АБ [email protected] Тел. (495)-228-06-21, факс (495) 223-3071


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

2 3



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



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



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



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.



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



• 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.



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”



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.



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



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







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



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







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



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



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



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.

Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummynibh euismod tincidunt ut laoreet doloremagna aliquam erat volutpat.





Impact damage on bearing due towrong fitting onto block.


Trouble shooting and failure analysis, continued



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



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

Lorem ipsum dolor sit amet,consectetuer adip iscing elit,sed diam nonummy nibh euimod tin cidunt ut laoreetdolore magna aliquam erat

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.



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



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



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



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



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.



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



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).



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.



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:

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Documents

Timing Belt and Multi-V Belt Kits - · PDF fileTiming Belt and Multi-V Belt Kits ... chain. Due to its ... 1 timing belt / 1 damper tensioner unit / 0 or 1 idler pulley / mounting