Timing Belt and Multi-V Belt Kits

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

The complete garage guide to choosing and using

Timing Belt and Multi-V Belt Kits

2



Don’t take chances with the life of your customers’ engines.

Become an expert in timing and multi-V belt inspection and installation. A number of factors put greater stress than ever on automotive belts: • Today’s automotive engines operate at higher temperatures and at greater. • Today’s engines generate more horsepower loads. • Today’s aerodynamic designs generate higher temperatures under the hood. • Today’s engines need to drive more auxiliary equipment • Pulley diameters have been made smaller to save space under the hood. For optimum performance and safety, SKF recommends that the belt, belt tensioner units and idler pulleys of the timing system or the auxiliary drive all be changed at the same time. Whatever the source of damage to the belt (too much or too little tension, vibration, high temperature, or misalignment, it is highly probable that other rotating components in the system have been affected. If they are not changed together with the belt, early breakdown may result.

Even worse, a broken timing belt could destroy your customer’s engine! If a car has an “interference” engine, a broken timing belt an result in an open valve being struck by a moving piston. This can damage valves, pistons, cylinder head and walls. Protect your customers’ investment— and your garage’s reputation—by replacing the belt before it breaks— and by doing the complete job with high quality replacement components from SKF.

TABLE OF CONTENTS Introduction .............................. 2-3 Protection and profitability............ 4-5

Troubleshooting and failure analysis .................... 26-31

Technical overview .................... 6-9

Good practices and helpful hints ........................ 32-33

SKF brand kits and components ........................ 10-13

Setting up automatic tensioners...... 34-37

Removal and fitting instructions......14-15 Timing and mulit-V belts in the news 16-17 Freqently asked questions ............ 18-19 Fitting times.............................. 20-25

SKF Mounting Maunal .................. 38-39 SKF multi-V belt kits....................40-41 Setting correct belt tension............42-49 Other SKF kits ............................ 50-51

Keeping your customers’ cars running efficiently and safely is a good way to earn their trust and build your business.

SKF website .............................. 52

2


3


120

More timing belt applications. The world’s drivers have continued to press for more responsive, yet more efficient automobiles. The automotive industry has responded with efficient, overhead cam, multi-valve engines driven by timing belts. The dramatic increase in the use—and complexity—of these belts has created new profit opportunities for garages.

New belt designs. Generic timing belts, made of standard materials with standard tooth profiles, are a thing of the past. New generation belts are vastly improved, providing the increased durability and smoother performance characteristics demanded by today’s engines—and your customers.

Until 1985, the standard material for timing belts was neoprene. Today the preferred materials is HSN (highly-saturated nitrile). Though belts made of HSN appear no different from neoprene belts, they offer far better performance in the high-temperature engine compartments of today’s vehicles. All SKF timing belts are made of HSN.

New HSN Applications Exceed Neoprene Applications Since 1986

100

100

(Based on USA Vehicle Sales)

80

80 Cumulative New Applications 1986-1994

Protection for your customers. Profits for you.

High-performance materials.

120

60 40 20

60 40 20

0

0 1986

1990

1994

Fast Facts Increased engine demands required tougher, more durable timing belts.

Belts made of HSN cost more—but the added performance makes them the best value

Application-specific tooth profiles. The earliest timing belts had a trapezoidal tooth design. But the need to meet more demanding applications resulted in the development of belts with curvilinear and modified curvilinear profiles. These different tooth profiles are not interchangeable: it is critically important to select the correct belt for every application. Trapezoidal

Belts may look alike, but they are not interchangeable. Correct tooth profiles are critical. Timing belt failure can result in not just inconvenience, but costly engine damage The cost of the belt is only 5%-10% of changing the belt. Your customers will agree that it’s a small price to pay for peace of mind.

Curvilinear

Modified Curvilinear

4


5


Technical Overview

Belt tensioner unit

In today’s modern automotive engines, there has been a quiet revolution. The need to run more auxiliary equipment, combined with efficiency demands and noise reduction, has caused new belt and tensioner systems to be developed. At first, tensioners were of a fixed nature, usually of metal design. The were simple to install: just set tension and tight. Today, tensioners more likely include an internal spring or external damper, and non-metallic components are becoming more common. This illustration provides an overview of a modern belt and tensioner system.

The belt tensioner unit sets the right tension and provides guidance for the belt. The adjustment of tension during mounting is achieved by means of an eccentric or by means of a spring acting against a rear plate.

• Optimised vibration and noise

Main designs currently used are shown here:

• Robust design • High flexibility • Crack and wear resistance • Temperature range of -40ºC to +120ºC • Belt life of 160,000 km or 10 years

Camshaft pulley Belt tensioner unit Timing belt Water pump pulley

Crankshaft

• High load-transmitting capacity

The automatic belt tensioner unit, with its built-in spring and friction system, maintains a constant tension of the belt while the engine is running.

Engine front end drive

Idler pulley

Function and Characteristics of Multi-V belts

Belt tensioner unit (BTU) with an eccentric

Injection pump pulley

Power steering pump

Automatic BTU with a damper

Crankshaft pulley Alternator pulley Belt tensioner unit

Multi-V belt

Air conditioning compressor

Automatic BTU with a built-in springand friction system.

The crankshaft drives the camshaft(s) and actuates the valves via a belt or a chain. Due to its advantages compared with those of a chain, namely reduced space, as well as lighter and quieter running, the timing belt is widely used by car manufacturers.

Auxiliary drive The crankshaft drives auxiliary components (alternator, air conditioning compressor, power steering pump, ...) via a V or multi-V belt.

6

Belt tensioner unit (BTU) with a rear plate


7


Technical Overview, continued

Timing Belt The timing belt teeth are of eighter a curved or trapezoid section. Each individual design can be seen from the product list.

Idler pulley The idler pulley is fixed and allows the belt to be correctly wound around the driven component. Main designs currently used are shown here:

Idler pulley with rear plate

Idler pulley

Timing belt construction The timing belt is manufactured with a fibre-glass or steel braided laminated inner core, coated with synthetic rubber or neoprene.

Multi-V belt tensioner pulley When the auxiliary belt drives several components, belt tensioner pulleys are used for guiding the belt and keeping correct tension along the whole length of the belt. The pulley profile is often characterised by one or more ribs. Example of the designs are shown here:

Multi-V belt Idler pulley with multi-V

Automatic BTU with a built-in spring and friction system

An auxiliary belt may consist of one or more V. A multi-V belt is wider and thinner than a single V belt and usually has between three and six ribs. As will be seen from the list, the belt designation describes each individual design.

SKF belt tensioner pulleys for timing system and auxiliary drive are based on state-of-the-art technology.The years of experience accumulated by SKF in the design and supply of belt tensioner pulleys to the world's automotive manufacturers, provide a guarantee of the high quality and performance of each belt tensioner unit included in the SKF product range. BTU with a rear plate

8


9


SKF. The industry’s first kits. The industry’s best coverage–over 96%! Just over 10 years ago, SKF introduced the timing belt kit concept to the automotive world. By packaging belts, pulleys and tensioners in one box, SKF offered garages an easy way to save time and to ensure an accurate, quality belt replacement every time.

2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990

SKF kit availability vs. other brands* 45

60

40 50

35

40

30 25

30

20 15

20

10

10

5 0

0 ALFA

AUDI

BMW

CIT

FIAT

FORD

LADA

LANC

OPEL

PEUG

REN

ROV

SEAT

SKOD

VAG

VOL

European models

Since then, the kit concept has won wide acceptance throughout Europe and Asia. As the sales chart here shows, more and more garages are now taking advantage of SKF’s broad product range to enhance the performance of their technicians—and the profitability of their business. SKF has continued to lead the way with the best new technologies and the industry’s best coverage—over 96% of the European car parc including Asian models—virtually every vehicle your customers drive. By not having to turn away business, you can maximize profitability and build your customer base.


DAE

DAIH

HONDA

HYUN

ISUZU

KIA

MAZDA

MTS

NISSAN

PROT

SUBARU

SUZ

TOYOTA

Asian models

Market Insights • Over 40 million timing and multi-V belts are changed in Europe per year and the trend is toward the use of kits. (SKF kit sales are growing at over 30% per year.)

* SKF kits shown in blue.

• 75% of all cars on the road are fitted with air conditioning and power steering, The growing need for auxilliary (multi-V) belt kits is creating profit opportunities for garages.


What’s in the kits?

Guide to symbols used on box labels

Belt tensioner kit VKMA timing belt kits include:

VKMC timing belt kits with damper include:

1 or 2 timing belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions

1 timing belt / 1 damper tensioner unit / 0 or 1 idler pulley / mounting instructions

Idler pulley

VKMA multi-V belt kits include:

VKMC timing belt kits with water pump include:

1 or 2 multi-V belts / 1 or 2 belt tensioner units / 0, 1 or 2 idler pulleys / mounting instructions

1 timing belt / 1 water pump / 0 or 1 idler pulley / mounting instructions

Multi-V belt tensioner pulley



Removal and Fitting Instructions

The example shown here is provided to illustrate a typical timing belt tensioner procedure, as explained in every SKF timing belt kit.

Included with every SKF timing belt kit are detailed installation instructions to help you get the job done quickly and correctly.The instructions include helpful diagrams specific to the vehicle and type of kit required.

Figure C

Figure D

Typical Timing Belt Fitting • Fit new idler pulley (3), and/or new tensioning pulley (2), in disengaged position, as necessary.

Figure A

Figure B

Typical Timing Belt Removal

• Fit new timing belt (1). Make sure arrows on belt point in correct direction and that any timing marks align with those on sprockets. • Tension belt by rotating tensioning pulley (2) or water pump (e). Refer to Fig. D. Tighten, temporarily, tensioning pulley (2) or water pump (e). • Turn engine clockwise through two full turns (2 x 360º), bringing it back to timing position.

• Disconnect battery earth lead. • Remove belts and other items as required to gain access to timing belt. • Clamp flywheel, then remove crankshaft pulley • Remove timing cover(s). • Bring engine to timing position. Check alignment of all timing marks, timing holes (fit timing pins), and the like. In particular, check alignment of following timing marks with the appropriate fixed timing markers on engine housing: crankshaft sprocket (a), or flywheel; camshaft sprocket (b), or auxiliary shaft sprocket, where fitted); injection pump sprocket (d). Note:A diesel engine is shown in this illustration.

• Check alignment of all timing marks, timing holes (fit timing pins) and the like. • Fit belt tension tester and check that tension matches recommended value, then tighten nut of tensioning pulley (2) or bolts of water pump (e) to recommended torque. • Refit timing cover. • Clamp flywheel, then refit crankshaft pulley and tighten bolt to recommended torque. • Refit and tension all belts previously removed.

• Remove timing belt – remove tensioning pulley and/or idler pulley, as necessary – refer to Fig. B, C or D.

• Refit battery earth cable.


Because every engine has its own unique characteristics, always refer to the car manufacturer’s specific mounting procedures in full.


Timing and multi-V belts in the news Typical problems with timing and auxiliary belt systems Auto Moto magazine recently conducted a survey involving 58 top models with a full range of engine types. The survey attempted to identify, among other things, weaknesses or problems that these vehicles experience in their lifetimes. The survey revealed that for a high percentage of the vehicles, there was a good possibility of problems related to the timing and auxiliary belt systems. A few are noted here.

“alternator belt system and pulley become noisy”

As reported in Parts Professional magazine, automatic belt tensioners have the potential to create a new source of income for your garage. Today there are about 55 million vehicles on the road equipped with belt tensioners. And that number is growing by 10 million vehicles yearly. Here are a few interesting facts: • More than 96% of installers polled by Parts Professional have replaced OE tensioners in the past year. One in five garages has installed more than 11. • Research indicates that tensioners can fail as early as 20,000 miles.

“oil contamination on belt causing failure”

“check for bad mounting of tensioner”

Automatic Tensioners— 55 million vehicles and growing

“risk of belt failure”

• With an estimated failure rate of 2%, approximately one in every 50 cars you service might need a new tensioner.

The first sign of wear is “noise.”

Profit-building tips

A tensioner that sounds bad usually is bad. While the engine is running, listen to the accessory drive for any noise coming from the tensioner. If there is:

• When performing any under-the-hood service, take an extra few minutes to check every vehicle’s belt and tensioner system — especially if belt squeal is noticed.

• Check for pulley bearing failure, which accounts for about half of all tensioner failures. • Another sign of tensioner wear is a belt that keeps coming off the tensioner • Misalignment can also cause the belt to wear unevenly and fail early. NOTE: A tensioner must be replaced as a complete assembly. Never try to pry part the halves of a spring casing to get to the spring. The spring is loaded a very high torque and can cause serious injury or even death.

“timing system can be misaligned”

Continuing innovation SKF continues to pioneer innovative automotive tensioner designs for use by automotive manufacturers and today holds many exclusive patents. SKF belt tensioners and pulleys can be found on a wide range of vehicles on today’s roads, which means that you can install quality and confidence for your valued customers, whether they have a small, basic engine or the latest hihg-power, mulit-valve powerplant. SKF designed and manufactures this popular V6 engine belt tensioner unit, found in vehicles across Europe and North America.


• Recommend a complete Multi-Vbelt system replacement to your customers— the best way to assure no trouble down the road.


Frequently asked questions

Frequently asked questions

Q: Tensioners and pulleys sometimes look the same. Can I interchange?

Q: What is the difference between a timing belt kit and a multi-V belt kit?

Q: What are the contents of the SKF timing belt and multi-V belt kits?

A: The timing belt kit is used on timing system in which the crankshaft drives the camshaft(s) and actuates the valves via a timing belt. The multi-V belt kit is used on auxiliary drives in which the crankshaft drives auxiliary components such as the alternator, air conditioning compressor, power steering pump etc.) via a multi-V belt.

A: VKMA: 1 belt plus 1 or more belt tension pulleys VKMC: 1 belt plus 1 or more belt tension pulleys plus 1 water pump VKM: 1 belt tension pulley with accessory components like screws or washers if needed for mounting.

Q: What is a belt tensioner unit?

A: Pulleys for multi-V belt can be BTU, Automatic BTU or Idler. Their profile is often characterized by one or more ribs.

A: You should only fit part numbers specifically shown for that application. Automotive engines each have their own particular performance characteristics, which means that tensioner and pulleys are designed and tested specifically for each new motor. The exterior appearance of the bearing unit may hide internal changes that have taken place to meet the change in engine specification, i.e., Grease performance, bearing clearance, tolerances, tensioner spring strength. Q: Can I refit an old timing belt? A: NO. Used belts should not be refitted and used. The original belt has already been in use at its optimized tension, so the properties of the belt have changed compared with a new belt. Q: The tensioner is showing external corrosion but is rotating freely. Is it okay? A: Change it. If the belt is being changed, then it is possible this unit will need to be functioning on the car for another 100K km. Don’t take the risk: internal condition and bearing life cannot be seen. Q: How often should a complete timing belt and tensioner change be carried out? A: Most car manufacturers including PSA, FORD, RENAULT, and OPEL specify complete repairs to their models during a specified service period. Outside this period the system should be checked for damage. Or if you are in doubt about the condition of components, you should recommend a complete change to your customer.

Q: The waterpump needs to be changed. Am I able to offer my customer a complete kit? A: For certain applications, SKF kits include the waterpump, timing belt and tensioners. It is well known that the belt should be replaced after changing the pump. Q: Multi-V belt and tensioner systems are becoming more common. What advice should I give my customer? A: The multi-V system usually covers power steering, alternator, and air conditioning. If neglected, there is the potential that belt failure could cause problems such as charging sytem failure or sudden difficuly in steering. On some engines a snapped multi-V belt can enter the timing system and cause engine damage . Q: There are many brands of timing belt kits available. Why should I use SKF? A: SKF was the first company to launch this concept ,and since then has continued to use its OE manufacturing experience to lead the market with OE approved components in SKF branded boxes. Q: What’s the main benefit to our garage for using timing belt kits? A: You will be more efficient, having the necessary components in one box. You will also have the ability to promote a professional image to your customers in terms of quality of work and service. The end result is higher customer satisfaction and a stronger business. Q: Can I buy the tensioner or pulleys on their own?

A: The belt tensioner unit sets the right belt tension and provides guidance for the belt.

Q: What is the difference between a timing belt pulley and a multi-V belt pulley?

Q:What are the main causes of belt damage? Q: What is the difference between a BTU and an Automatic BTU? A: The adjustment of tension during mounting is achieved by means of an eccentric or by means of a spring acting against a near plate. Q: What is an idler pulley? A: The idler pulley is fixed and allows the belt to be correctly wound around the driven components. Q: How can I check the belt tensioner? A: Using the SKF TensiCheck, a belt tension testing device that ensures proper tension of the belt after mounting. Q: When should one repair and/or change a timing belt system and a multi-V belt system? A: The car manufacturers recommend to change belt and belt tension pulleys at: timing belt drive: 80 000- 120 000 km; multi-V belt drive: 50 000-80 000 km

A: Sometimes you will only be required by the customer to change the pulley or tensioner, so for flexility we offer an extensive range of these.


A: Too high or too low tension, vibrations, high temperature and belt misalignment. Q: Why is it recommended to also change belt tensioner pulleys when the belt is repaired? A: The main source of the belt’s damage has most definitely affected the other rotating components of the timing and auxiliary systems, like the BTU, Automatic BTU and idler pulley. To allow a complete and safe repair for the engine, SKF recommends changing the belt and the belt tensioner pulleys at the same time.


Change frequency and fitting times


The following pages contain fitting times for timing belts and recommended replacement intervals for most popular models of the vehicles you service in your garage. The table also includes minimum and maximum belt tension values. Vehicle makes included are Alfa Romeo, BMW, Citroen Fiat, Ford, Pel/Vauxhall, Peugeot, Renault, Rover, Seat, Suzuki, Toyota,Volkswagen and Volvo. These times are only estimates, based on averages, but they can be helpful in scheduling and pricing belt replacements in your garage. Your actual fitting time may vary, depending on unexpected findings and the experience of the technician performing the service.

MODEL

MODEL

ENGINE SIZE

MOTOR

YEAR

COMMENT

TYPICAL FITTING TIME*

BELT MIN MAX CHANGE TENSION TENSION FREQ VALUE(dan) VALUE(dan)

AX

BX

XANTIA

ALFA ROMEO 33 145/146 155 156

1186/1351/1490 cc

83-94

1351cc 1747cc 1747cc

1781cc 1984cc

hydraulic tappets mechanical tappets

94-96 96-97 97-01

VKMA 02500 VKMA 02501 VKMA 02501 VKMA 02173 VKMA 02173

2.7 2.7 3.1 3.1 3

80k 80k 120k 120k 120k

14 14 14 16 16

19 19 19 22 22

08/81-12/91 09/86-10/90 08/90-07/93 08/90-11/94 12/94-7/95 03/93- 07/94 08/94-07/95

VKMA 01000 VKMA 01000 VKMA 01001 VKMA 01001 VKMA 01003 VKMA 01020 VKMA 01023

1.5 1.5 1.5 1.4 1.4 1.4 1.4

120k 120k 120k 120k 120k 120k 120k

15 15 15 15 15 17 17

20 20 20 20 20 23 23

AUDI 80

SKF KIT**


belt 108x17 belt 101x17

VKMA 03100 VKMA 03100 VKMA 03110 VKMA 03111

1.7 1.7 1.7 1.7

80k 120k 80k 120k

11 11 11 11

15 15 15 15

87-01/92 02/92-93


2.1 2.1 3.2 3.2

80k 120k 120k 120k

11 11 11 11

15 15 15 15

TU1

96 –>

VKMA 03100

1.7

120k

11

15

1527cc Diesel

TU5D

96 –>

VKMA 03121

1.9

120k

17

23

1761cc 1905cc Diesel/TD

XU7 XUD9/T

1997cc HDI

DW10

03/93 –> 03/93-12/93 01/94 –> 99 –>


2.4 3 4.4 4.6

120k 80k 120k 160k

11 17 17 17

15 23 23 23

1905cc Diesel/TD

XUD9

97 –>

VKMA 03241

4.4

120k

17

23

1360cc

TU3

03/91-98

1905cc Diesel

XUD9

91-12/93 01.94 –>


1.7 1.7 2.6 2.6

120k 120k 80k 120k

11 11 17 17

15 15 23 23

92-98

VKMA 02202

1.4

100k

12

16

MOTOR

YEAR

954cc/1124 cc

TU9/TU1

1360cc

TU3

09/86-07/92 07/92-98 09/86-93 93-96

1360cc

TU3

87-93

1580cc

XU5

1124cc


CITROËN

SAXO

SKF KIT**

COMMENT

ENGINE SIZE

XSARA ZX



FIAT 3A AAD ABK/ABT/ADW 6A/ACE

100

2309cc

AAR

12/90-94

belt 147x19

VKMA 01050

2.3

120k

13

17

A4

1595cc 1781cc

AHL/ANA/ARM ADR/AEB/AYA

11/94-99 11/94-01

belt 138x23 belt 153x25 belt 152x25

1896cc

AFF/1Z/AFN/AHU/AVG

11/94 -01

VKMA 01113 VKMC 01008 VKMA 01004 VKMA 01014

2.5 2.2 2.2 2.9

120k 120k 120k 90k

15 17 17 21

21 23 23 28

BMW 318

1795cc

M40

10/91-93

320

1990cc

M20

84-91

round belt profile

CINQUECENTO

1108 cc

PANDA

769cc 1108cc

FIRE (750) FIRE

86-90 86-90

VKMA 02200 VKMA 02200

0.75 0.75

60k 60k

12 12

16 16

PUNTO

1108cc 1242cc 1697cc Diesel

(55) (60/75)

93-2001 93-2001 93-2001

VKMA 02202 VKMA 02201 VKMA 02152

1.05 1.05 1.45

100k 100k 105k

12 10 15

16 14 20

88-90 91-96

VKMA 02410 VKMA 02410

1.5 1.5

60k 100k

10 10

14 14

89-90 91-95 89-90 91-95 89-90 91-95 89-90


1 1 1.05 1.05 1.05 1.05 1.25

60k 100k 60k 100k 60k 100k 60k

12 12 12 12 12 12 12

16 16 16 16 16 16 16

TIPO

1372cc

UNO

994cc

146C7.000

999cc

FIRE (146E5/EC/ED/EE)

VKMA 08000/08001

2.2

45k

14

19

1108cc

FIRE (146EF/ET/EW)

VKMA 08110

1.9

60k

17

23

1116cc

CS (146A7)



Change frequency and fitting times MODEL

ENGINE SIZE

MOTOR

YEAR

COMMENT

SKF KIT**




FORD ESCORT

MODEL

MONDEO

1296cc 1392cc/1597cc

HL13 (CVH) HL14 (CVH)/HL16 (CVH)

1596cc/1769cc

ZH16/ZH18 (ZETEC E)

1753cc

Diesel/Turbo Diesel

76-87 07/83-04/92 05/92 –> 92-02/94 03/94-99 88-10/95 11/95-01/97 02/97 –>

belt 97x19.75 belt 97x21.6

VKMA 04200 VKMA 04201 VKMA 04202 VKMA 04210 VKMA 04212 VKMA 04103 VKMA 04106 VKMA 04107

0.8 0.8 0.8 2.6 2.6 2.2 2.2 2.2

90k 60k 60k 90k 120k 60k 60k 105k

13 13 15 17 17 13+15 15+15 15+15

18 18 20 23 23 18+21 20+20 20+20

VKMA 04220 VKMA 04201 VKMA 04202 VKMA 04103 VKMA 04106 VKMA 04107

2.3 0.8 0.8 2 2 2

150k 60k 60k 60k 60k 105k

15 13 15 13+15 15+15 15+15

20 18 20 18+21 20+20 20+20


2.9 2.9 3.2 3.2 3.2

90k 120k 60k 60k 105k

17 17 13+15 15+15 15+15

23 23 18+21 20+20 20+20

CORSA

TIGRA

1242cc/1388cc 1392cc

ZHL12/ZHL14 (ZETEC S) HL14 (CVH)

1753cc

Diesel/Turbo Diesel

1596/1769/1998cc

ZH16/ZH18ZH20 (ZETEC E)

1753cc

Diesel/Turbo Diesel

08/95-02/97 07/83-04/92 05/92 –> 88-10/95 11/95-01/97 02/97 –>


VKMA 05121 VKMC 05121 VKMA 05150 VKMA 05208 VKMA 05210

1 1.3 1.1 1 1

60k 60k 60k 120k 120k

11 11 13 20 20

15 15 18 27 27

VKMA 05150

1.1

60k

13

18

"—>I MOT 029082 "I—>MOT 029083 belt 146x20 belt 141x24 belt 176x24 belt 169x24 "—>I CH W7154528

VKMA 05121 VKMC 05121 VKMA 05150 VKMA 05214 VKMA 05215 VKMA 05402 VKMA 05211 VKMA 05220 VKMA 05222 VKMA 05500

1.3 2 0.8 1.5 1.5 1.8 1.3 1.1 1 2.5

60k 60k 60k 60k 120k 60k 105k 60k 60k 60k

11 11 13 20 20 13 16 16 16 20

15 15 18 27 27 18 22 22 22 27


VKMA 03100 VKMA 03100 VKMA 03110

1.8 1.8 1.8

120k 120k 120k

11 11 11

15 15 15

YEAR

COMMENT

1195cc/1398cc

C12NZ/C14NZ

83-93

belt 111x17 WITH W/ PUMP

1398cc 16 v 1488cc

X14XE/X14SZ X15TD

94 –> 93-99

1398/1598 cc 16v

X14XE/X16XEL

94 –>

1598cc

16SV/E16NZ/C16NZ/X16SZ

89-95

belt 97x19.75 belt 97x21.6

93-02/94 03/94-05/98 93-10/95 11/95-09/96 10/96 –>


1598cc 16vv 1699cc

X16XEL X17TD

11/95 –> 96 –>

1998cc 1998cc

C20NE 20XE/C20XE

1998cc 2500cc V6

C20SEL/X20XEV C25XE/X25XE

93-95 89-92 93-95 95 –> 93-99

954cc/1124cc 1360cc

TU9/TU1 TU3

92 –> 92 –>

106

1527cc Diesel

TUD5

95 –>

VKMA 03121

2.2

120k

17

23

205

954cc/1124cc 1769cc Diesel

TU9/TU1 XUD7

92 –> 83-12/93 01/94-97

VKMA 03100 VKMA 03240 VKMA 03241

1.6 3.8 3.8

120k 120k 120k

11 17 17

15 23 23

306

1360cc 1587cc 1868cc Diesel 1905ccT/D

TU3 TU5 DW8 XUD9/T

93 –> 93 –> 98-99 93-12/93 01/94 –>


1.9 1.8 3.8 5.3 4.8

120k 120k 120k 120k 120k

11 11 17 17 17

15 15 23 23 23

405

1580cc/1905cc

XU5/XU9

1905cc 1769cc/1905cc Diesel

XU9J4 XUD7 / XUD9/T

1998cc 16 vv

XU10/J4

87-01/92 02/92-96 88-92 88-12/93 01/94-96 92-95

VKMA 03200 VKMA 03201 VKMA 03210 VKMA 03240 VKMA 03241 VKMA 03211

2.9 3.5 3.5 3.8 3.9 3.7

120k 120k 120k 120k 120k 120k

11 11 17 17 17 21

15 15 23 23 23 28

1761 cc 1997cc HDI (90/110CV) 2138cc T/D

XU7JP4 DW10 XUD11BT

96-01 99 –> 96 –>

VKMA 03214 VKMA 03246 VKMA 03251

3 4.5 4.2

120k 160k 120k

17 17 17

23 23 23

PEUGEOT 106/206

1300cc/1500cc

D13B/D15B

88-95

VKMA 93500

2.2

100k

16

"—>I MOT 029082 "I—>MOT 029083

"+ w/pump

HONDA CIVIC

SKF KIT**

MOTOR

OPEL/VAUXHALL, continued

VECTRA FIESTA

ENGINE SIZE

22

MAZDA 323

1324cc 1597cc

626

1998cc

B3 (SOHC) / (BF#) B3 (SOHC) / (BA/G/J#) B6 / (BF/W# ) B6 (SOHC) / (BG# )

04/87 –> 10.96 –> 87 –> 06/89-12/95


1.7 1.7 1.7 1.7

100k 100k 100k 100k

15 15 15 15

20 20 20 20

FS / (GF/V# ) FE (DOHC) / (GD#) FE (SOHC) / (GD#)

08/91 –> 06/87-10/91 06/87-10/91

VKMA 94010 VKMA 94601 VKMA 94230

1.7 1.5 1.5

100k 100k 100k

17 17 17

23 23 23

NISSAN MICRA

1000cc

MA10S / (K10)

12/82-12/88 12/88-11/92

VKMA 92400 VKMA 92401

1.9 1.9

60k 60k

15 13

21 17

OPEL/VAUXHALL ASCONA

1598cc

16N / Manual Gearbox

81-86

—>| 14054370 14054371 |—>

VKMC 05400 VKMC 05401

0.9 1.2

60k 60k

13 13

18 18

ASTRA

1398cc

C14NZ/SE./.14NV/SE./.X14NZ

92-97

1398cc 16 v

X14XE

1598cc 16 v

X16XEL

1699cc

17D 17DR / X17DTL ECOTURBO

94-97 98 –> 94-97 98 –> 98 –> 85-93 92-98

belt 111x17 WITH W/ PUMP belt 169x20 belt 162x20 belt 169x20 "—>I mot 20041690 "I—> mot 20041691 belt 146x24 belt176x24

VKMA 05121 VKMC 05121 VKMA 05150 VKMA 05152 VKMA 05150 VKMA 05152 VKMA 05154 VKMA 05201 VKMA 05202

0.9 1.5 0.9 1.5 0.9 1.1 1.1 2.4 3

60k 60k 60k 120k 60k 60k 120k 60k 60k

11 11 13 13 13 13 13 16 16

15 15 18 18 18 18 18 22 22

92-8/94 9/94-98 9/94-99

"—>I MOT 029078 "I—>MOT029079

VKMA 05213 VKMA 05214 VKMA 05215

2.8 2.8 2.8

120k 60k 120k

20 20 20

27 27 27

X17TD

406


automatic tensioner


Change frequency and fitting times MODEL

ENGINE SIZE

MOTOR

YEAR

COMMENT

SKF KIT**




ESPACE

1149cc 1171cc 1390cc

D7F E5F/E7F E6J/E7J

90-99 90-02/98 90-02/98 03/98-99

2068cc

J8S

2188cc T/D

G8T

1794cc 1998cc

F3P F3R

2188cc T/D

G8T

1390cc

E7J

1598cc

K7M

1870cc 1870cc Diesel 1998cc

F8Q F9Q F3R

96-99 98-99 96-99 96-99 10/96-99 98-99 97-99

R 19

1390cc 1721cc

E6J/E7J F2N/F3N

R 21

1995cc

J7R

LAGUNA

MEGANE/SCENIC

TWINGO


VKMA 91702 VKMA 91100

2 1.8

100k 100k

15 17

21 23

02/92-10/97

VKMA 91005 VKMA 91100

2.3 2.3

100k 100k

14 17

19 23

05/83-09/93


1.3 2 2 2.2

100k 100k 100k 100k

16 17 14 17

22 24 19 23

04/86-03/95 12/89 –>

VKMA 91205 VKMA 91201

1.7 1.9

100k 100k

16 16

22 22

99 –>

VKMA 01113

2.6

100k

15

21

VKMC 01100 VKMA 01120 VKMA 01000 VKMA 01011 VKMA 01013 VKMA 01131

0.9 2 0.65 2 2 3

120k 100k 120k 90k 90k 60k

15 13 15 21 21 21

21 18 20 28 28 28

VKMA 01014

3

90k

21

28

1.5 1.5 2.5 2.5 3 3.3

120k 120k 180k 180k 90k 120k

15 15 17 17 21 20+26

20 20 23 23 28 27+35

MOTOR

YEAR

1149cc

D7F


2.1 2.3 2.3 3

120k 120k 120k 120k

11 11 11 11

15 15 15 15

CARINA II

1587cc 1974cc Diesel

4A-F/FE 1C/2C

12/87-04/92 04/82-02/95

CARINA E

1587cc 1974cc Diesel

4A-FE

02/92-05/95 2C

85-01/95 02/95-97 96-99

VKMA 06211 VKMA 06213 VKMA 06501

3 4 4.4

112k 112k 120k

17 17 17

23 23 23

1295cc 1332cc 1587cc 1839cc/1974cc Diesel

2E-L 4E-FE 4A-FE

94-99 94-99 98-99 95-11/95 11/95-99


3.6 3.6 3.6 4.4 4.4

120k 120k 120k 120k 120k

13 13 13 17 17

17 17 17 23 23


2.1 2.1 2.1 2.1 4 4 4

120k 120k 120k 120k 120k 75k 120k

11 11 11 11 17 17 13

15 15 15 15 23 24 17

89-96 89-96

VKMA 06000 VKMA 06101

2.3 2.3

120k 120k

11 13

15 17

86-90 90-93

VKMA 06206 VKMA 06207

2.5 2.5

120k 120k

13 13

17 17

93-99

VKMA 06010

1.9

120k

11

15

"+ pulley toothed

999cc 1295cc

1E/1E-L 2E

belt 95x17 belt 96x17 belt 95x17 belt 96x17

BORA

1598cc

AEH/AKL

GOLF

1272cc 1390cc 1702cc/1781cc 1896cc TD

COROLLA

STARLET

COMMENT


1396cc 16vv 1590cc 16vv 1769cc TD

14K4 (DOHC) D16A(SOHC) D16A(DOHC) 8A8/D9B

10/89 –> 10/89-95 10/89-95 83-12/93 01/94 –>

belt 264x23


2.5 3.45 3.15 4.05 4.05

160k 100k 100k 120k 120k

15 16 16 17 17

21 22 22 23 23

93 –>

VKMA 01000

1.4

120k

15

20

84-92

VKMA 02700

1.3

100k

13

17

VKMA 01011 VKMA 01013 VKMA 01013

1.8 1.8 1.8

120k 120k 120k

21 21 21

28 28 28

04/86-92 05/95 –> 09/93 –> 1C/2C

VOLKSWAGEN

1896cc TDI

AGR/AHF/ALH

79-89 10/97 –> 82-94 92-05/94 06/94-99 98-01

SHARAN

1896cc TDI

1Z/AFN/AHU

09/95 –>

PASSAT

1595cc 1781cc 1781cc

ADR/ANB/APT/APU/ARG

05/73-93 82-96 10/96-01

1896cc TDI 2496cc TDI

AFN/AHU AFB/AKN

10/96-08/98 08/98-01

with hyd/piston

VKMA 01000 VKMA 01000 VKMA 01004 VKMC 01008 VKMA 01014 VKMC 01150

82-94 91-94 10/94-06/96 75-94 91-94

with w/pump+belt 108x19 with w/pump+belt 128x19 belt 132x19 with w/pump+belt 108x19 with w/pump+belt 128x19

VKMC 01100 VKMC 01103 VKMA 01105 VKMC 01100 VKMC 01103

1.9 1.9 1.3 1.9 1.3

120k 120k 120k 120k 120k

15 13 13 15 13

21 17 17 21 17

belt 121x18

VKMA 01000

1.6

120k

15

20

VKMA 06300

1.6

80k

15

21

VKMA 01040 VKMC 01040

2.2 2.4

120k 120k

20 20

27 27

VKMA 06300 VKMA 06301

1.4 1.4

80k 80k

15 13

21 17

ROVER 200 /400 series

SKF KIT**

ENGINE SIZE

TOYOTA

RENAULT CLIO

MODEL

POLO

AHW/AKQ AAZ

1043cc

1272cc

with w/pump "—>mot 242000 "—>I MOT 552764 "I—> MOT 552765

belt 121x18 belt 121x18 belt 152x25 with hyd/piston+belt 153x25

SEAT VENTO CORDOBA IBIZA TOLEDO

1781cc

ABS

1193cc/1461cc 1896cc TD

AAZ

93-96 93-06/96 07/96-08/97

"—>I MOT 552764 I—>MOT 552765

SUZUKI

1781cc

ABS/ADZ

93-99

740/760

2316cc

B23/B230

83-92

740/760

2383cc T/D

D24/TIC

83-90

VOLVO

with w/pump 940/960

CULTUS

1298cc

G13B

92 –>

VKMA 96200

1.9

100k

17

23

SWIFT

1298cc

G13 SOHC

8/84-96

VKMA 96202

1.9

100k

15

21

VITARA

1598cc

G16

88-04/96 91-04/96

VKMA 96204 VKMA 96002

2.4 2.4

100k 100k

13 17

17 23

2316cc

B230

91-92 93-96

S40

1587/1731/1855cc

96-97

belt 148X23

VKMA 06602

3

120k

15

21

S70

1984/2318/2435cc

97-98

"—>I mot 1266127

VKMA 06602

1.7

120k

15

21



Trouble shooting and failure analysis Symptom/Appearance

Probable Cause

Corrective Action

The plastic idler pulley appears to be worn on belt tracking area.

1) Extreme environmental wear. (i.e., heat, water, stones).

Replace.

On plastic idlers, pulley has a chip in it.

1) Stone damage. 2) Faulty installation practices.

Replace only if chip is in belt tracking area.

Tensioner bearing has been marred in belt tracking area.

1) Stone damage. 2) Faulty installation practices.

Replace only if deformation is in belt tracking area.

Tensioner bearing shows signs of corrosion.

1) Coating on pulley has worn off. 2) NOTE: it is normal for coating to wear off belt tracking area.

Replace.

Bearing has excessive wobble (free rock)

1) Bearing failure. 2) Excessive load on pulley. 3) Belt is not tracking properly over pulley

Replace.

Bearing Appearance

Probable Cause

Corrective Action

Grease appears to be leaking out of the bearing.

1) Seal degradation. 2) Excessive radial internal clearance in bearing.

Replace.

Bearing seal is missing or damaged.

1) Worn pulley. 2) Environmental damage (i.e., heat, water, stones).

Replace.

Bearing seal looks damaged.

1) Faulty installation practices. 2) Environmental damage (i.e., heat, water, stones).

Replace.

Loose, Sticking or Seized Pulley

Probable Cause

Corrective Action

Tensioner bearing is seized and will not rotate freely.

1) Bearing is damaged.

Replace.

Tensioner bearing does not rotate smoothly or had a sticky feel to it when spun.

1) Radial internal clearance in bearing is too low. 2) Bearing fit in pulley is tight

Replace.

Pulley and bearing have relative motion.

1) This signifies that bearing is not being constrained.

Replace.

Noise

Probable Cause

Corrective Action

Bearing makes a high pitched whine or hooting noise after the engine is started. Noise lasts up to three minutes.

1) Worn bearing. 2) Bearing fit is incorrect.

Replace.

Bearing makes a high pitched whine or operation

1) Bearing is not functioning properly.

Replace. During normal operation, bearing is very quiet.

Bearing assembly rattle when shaken.

1) Bearing cage is broken. 2) Balls in bearing are loose. 3) Bearing is void of lubricant.

Replace.

Tracking

Probable Cause

Corrective Action

Belt does not track properly on idler belt tracking surface.

1) Bearing is not fixed to the correct depth in pulley. 2) Belt tracking surface is not square to bearing mounting surface. 3) Pulley tracking surface is tapered. (Crowning or bowing of belt tracking surface is sometimes intentional).

Replace.

(Above) The automatic tensioner has been set up incorrectly and so when the engine is running, the indicator arm has come into contact with the end stop, exceeding the correct tension of the belt. (Left) need an explanation of what this photo on the left is.

Normal load

Abnormal load

Normal loading direction during correct eccentric rotation

Abnormal loading direction during wrong eccentric rotation

Crack

Correct direction for the adjustment of the eccentric (direction of arrow)


Direction of adjustment actually used (wrong direction)


Trouble shooting and failure analysis, continued

Heavy damage on pulley flange.

Heavy damage on the second face of idler and baring seal, probably caused by an external element coming in contact with the pulley during running.

Lorem ipsum dolor sit amet, consecte tuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat.


Pollution of belt fibers inside of pulleys– material from belt has overtime gone into workings of bearing unit and caused failure.

Significant traces on the plastic pulleys of impact damages by foreign objects.


Lorem ipsum dolor sit amet, consectet uer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat.

Significant traces on the plastic pulleys of impact damages by foreign objects.

Lorem ipsum dolor sit amet, consect etuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat.

Impact damage on bearing due to wrong fitting onto block.




Analyzing belt wear and damage A broken belt is frequently the result of a problem with the system of pulleys and shafts which drive it. Therefore, it can be helpful to note the cause of belt breakage or wear and take steps to correct the problem. NOTE: If for any reason you need to replace a timing belt, DO NOT REINSTALL THE BELT; INSTALL A NEW ONE.

1

Torn or broken belt with ragged, jagged cord Probable cause: Excessive fitting tension.

2

Belt exhibits tooth shear Probable cause: Insufficient belt tension.

3

Completely detached or worn teeth Probable cause: Either excessive or insufficient belt tension

4

Hollowed teeth Probable cause: Insufficient belt tension

5

Back of belt is cracked Probable cause: Incorrect temperature

6

Land wear Probable cause: Excessive belt tension

7

Oil contamination on belt Probable cause: Contamination from oil or other petroleum derivatives

8

Visible wear on edge of belt Probable cause: Misaligned pulleys and/or tensioner

9

Excessive noise Probable cause: Incorrect tension

1

2

3

4

5

6

7

8

9



Good practices and helpful hints

Belt life vs. correct tension

Correct fitting Lorem ipsum dolor sit amet, consectetuer adip iscing elit, sed diam nonummy nibh euismod tin cidunt ut laoreet dolore magna aliquam erat

As this graph shows, the correct tension is critical to the life of the belt. Both excessive and insufficient tension can damage the belt and cause premature failure.

Chord ripping

Belt tension

Flank wear

Correct tension

Normal wear

Ripping of teeth

Screw Ø 10 Positioning screw

Tooth jump

Life of belt Incorrect fitting Lorem ipsum dolor sit amet, consectetuer adip iscing elit, sed diam nonummy nibh euismod tin cidunt ut laoreet dolore magna aliquam erat

General Hints Do not use the teeth to block the engine when loosening or tightening the pulley bolts. Do no use solvents to clean the pulleys. Check that the auxiliary compnents controlled by the timing belt (water pump, oil pump and countershaft if appropriate) are functioning correctly and that the other pulleys such as the belt tightening pulley and driver rollers are free, without too much float.

Lorem ipsum dolor sit amet, consectetuer adip iscing elit, sed diam nonummy nibh eui mod tin cidunt ut laoreet dolore magna aliquam erat

Check for wear on the flanges. Rotate the driving shaft to the TDC of cylinder number 1; in the case of an engine with a double camshaft, assure that both are in the TDC position.



Setting up automatic tensioners: a typical example

start to move CLOCKWISE. Continue pushing the tensioner until the Load Stop on the arm and the Pointer Tab on the front plate are separated by 1~2 mm (See Figure 3a).

Timing Belt Tensioner Procedure Renault G8T 2.2L Diesel engine

9. Retract the screw-jack installation tool slowly until the Mean Belt Mark on the tensioner arm and aligns with the Position Indicator notch in the Pointer Tab (See Figure 4). 10. Torque the Mounting Nut to 30 Nm using a torque wrench.

1. Allow the engine and tensioner to stabilize to the same relative ambient temperature before installing a tensioner for proper belt tension adjustment. Do not attempt to install a cool tensioner onto a hot engine or vise versa. 2. Rotate both the crankshaft and camshaft CLOCKWISE to TDC (Top Dead Center) position (i.e. #1 cylinder firing position) and remove the timing belt. This defined position is to be the position where there is no action (positive or negative) from the camshaft or other sprockets. One should find no sudden movement or abrupt action from either of the sprockets. Generally cam & crankshaft sprockets have to line up with equivalent markings on the engine block to indicate TDC.

4. Mount the tensioner while making sure that the Ø6 mm Dowel Pin is fully engaged (See Figure 1) Tensioner should be mounted flat on the bracket. 5. Hand tighten the M8 Mounting Nut.

Pre-Installation of the TBT 6. Install the timing belt around the crankshaft and camshaft sprockets and the tensioner as per drive layout (See Fig. 2a & 2b).

Note: When the engine is started and idling at room temperature (20°C), the mean belt position mark on the tensioner arm should oscillate evenly about the position indicator notch. The mean belt position mark oscillating +2° to -4° of the position indicator notch centerline is within the permissible tolerance range (See Figure 5).

8. Rotate the crankshaft two (2) complete revolutions manually for proper seating of the belt until the crankshaft is repositioned at the TDC position.

Initial Setup of the TBT (Timing Belt Tensioner) 3. Slide the pendulum mounting bracket farthest to the left before mounting the tensioner. This will ensure that the tensioner can be mounted easily when routing the belt.

Caution: Do not push the tensioner beyond this point. Continued travel of the tensioner arm may result in damage or deformation of tensioner’s pointer.

7. Push the tensioner into the belt with the screw-jack installation tool. The Tensioner assembly will move against the belt and the Arm will eventually

This specific procedure is provided only as an example of a typical timing belt tensioner procedure. Always refer to the car manufacturer’s specific mounting procedures in full.



Setting up automatic tensioners: a typical example Timing Belt Tensioner (979272) for aftermarket VW 1.4/1.6L SOHC, I4 (EA 111) Revision date: 07/31/1998

Initial Setup of the TBT (Timing Belt Tensioner)

1. Allow the engine and tensioner to stabilize to the same relative ambient temperature before installing a tensioner for proper belt tension adjustment. Do not attempt to install a cool tensioner onto a hot engine or vise versa. 2. Rotate both the crankshaft and camshaft CLOCKWISE to TDC (Top Dead Center) position (i.e. #1 cylinder firing position) and remove the timing belt. This defined position is to be the position where there is no action (positive or negative) from the camshaft or other sprockets. One should find no sudden movement or abrupt action from either of the sprockets. Generally cam & crankshaft sprockets have to line up with equivalent markings on the engine block to indicate TDC.

3. Place a new tensioner onto the engine. Tensioner’s Anti-Rotation Fingers should fit over the Guiding Nut on the engine. 4. Rotate the Installation Shaft Washer until the Hex Hole is pointing at the “5 O’clock position” then hand tighten the M8 Mounting Bolt (See Figure 1).

(Caution: Do not disturb the position of the crankshaft or camshaft sprockets during this procedure.) 6. Rotate the Installation Shaft Washer CLOCKWISE with a Hex Key. Make sure to hold the mounting bolt with a Wrench in order to prevent it from turning when rotating the Installation Shaft Washer. The Tensioner assembly will move against the belt and the Arm will eventually start to move CLOCKWISE (See Figure 3).

Verification of the Nominal Position 8. Remove both the Hex Key and the Wrench. Rotate the crankshaft two (2) complete revolutions manually for proper seating of the belt until the crankshaft is repositioned at the TDC position. Note: Repositioning the crankshaft to the TDC position must be done only during the clockwise rotation. 9. Check the position of the Arm Pointer. – If the Arm Pointer still remains within the Nominal Position Window, the installation is complete. – If not, go to step #10. The installation needs to be repeated until the proper position is achieved.

Readjustment Fig. 3

Fig. 1

Installation of the TBT 5. Install the timing belt being careful to engage the appropriate teeth of all the corresponding sprockets as per drive layout (See Figure 2).

7. Continue rotating the Installation Shaft Washer until the Arm Pointer is positioned within the Nominal Position Window on the base plate, then lock the tensioner in this position by tightening the Mounting Nut with 19±3 Nm of torque (See Figure 4).

10. Engage the Hex Key and retain it’s position while loosening the Mounting Bolt with the Wrench. The Mounting Bolt and the Tensioner do not need to be removed. Rotate the Installation Shaft Washer counterclockwise with the Hex Key until the Arm Pointer returns to the Free-Arm Position (See Figure 1). Follow step #5~9.

Fig. 4 Fig. 2



Now available from SKF: Detailed mounting instructions, listed by make and model Shown here are just a few examples taken from the Mounting Mulit-V and Timing Belts, a highly detailed manual providing complete step by step instructions for the proper replacement of timing and multi-V belt systems. European and Asian vehicles are included. For more information, talk to your SKF dealer.



SKF Multi-V Belt Kits SKF now offers kits for auxiliary belt replacement. These kits offer quality and convenience when replacing belts that drive alternators, air conditioner compressors, etc. Multi-V Belt Kits include 1 auxiliary belt, 1 idler pulley, and 1 belt tensioner unit plus mounting instructions.

Examine the old belt Looking closely at the condition of the belt you have removed can provide important clues about the drive system, for example, worn pulleys, partially or completed seized components, oil leakage, etc. Regardless of the condition of the belt, SKF recommends installing a new belt to assure maximum efficiency of the engine, and trouble-free operation for your customers.

Technical Tips Removing and checking multi-V belts and pulley fittings Following are general guidelines for the replacement of multi-V or “serpentine” belts. Because every engine is different, please consult your workshop manual for more specific instructions.

Getting started

Use every service as an opportunity to add value to your customer relationships by checking the condition of the engine’s multi-V belts. They’ll appreciate your concern for their safety. Deposits of material in the ribs of a belt typically will not cause the belt to break but instead cause excessive noise and vibration. This condition can be caused by excessive slippage due to insufficient tension, misaligned pulleys, or worn pulley profiles. A mis-aligned pulley will typically cause cord popout, in which a section of cord appears at the side of the belt. This problem can be serious when the cord becomes tangles in a fixed component.

• Disconnect the battery leads. • Put the handbrake on. • Before removing the old belt, observe the path of the belt on the various pulleys. Mark on the old belt the direction in which it is fitted, so you can install the new belt correctly. • Before removing the belt, check the alignment of the pulleys. (You will want to recheck the alignment after installing the new belt.)

Eliminating belt tension • If the drive has an automatic belt tensioner spring, use the appropriate wrench to rotate the belt tightening pulley in the opposite direction from which it is stretched. Release the tension and block the tensioner by inserting a clamp pin in its place. • If the drive has an automatic hydraulic tensioner, release the tension by rotating the pulley, as described above. Remove the hydraulic tensioner and compress the small piston with a clamp until its opening corresponds to the hole on the base of the tensioner. Block the small piston with an appropriate pin. • Unscrew the stop nut(s) of the belt tensioner and remove the belt. If necessary, also unscrew the lock nut(s) of the alternator or other accessories driven by the multi-V belt.



Setting correct belt tension with SKF TensiCheck

Key features include:

The SKF TensiCheck Belt Tension Testing Device takes the guesswork – and the

• Microprocessor programmed for belts on most vehicles.

great potential for error – out of timing belt replacement. Developed by SKF research engineers, the SKF TensiCheck saves time

• Superior accuracy over manual methods and other digital calibration techniques.

• Simple design and universal graphics cross language barriers. • Works on both timing belts and multi-V belts specifically found in SKF kits.

during installation and minimizes the danger of improper belt tensioning and possible engine damage. With its compact carrying case and multi-lingual instructions, the SKF TensiCheck is handy and easy to use by anyone on the shop floor. With the savings in time over trial and error methods, and

• Unlike competitive units, the SKF TensiCheck requires no calibration. • Mounts on the outside of the belt for easier installation — competitive types need to be mounted on the back side of the belt. • Sensors show “overload” or “underload” conditions as well as battery charge.

the elimination of call–backs and unhappy customers, SKF TensiCheck is a cost-effective investment for your garage.

The SKF TensiCheck Belt Tension Testing Kit This kit includes a handheld electronic unit, a belt-mounted tensioning device, and multi-lingual instructions, all in an impact-resistant carrying case.

• Standard 9V battery powers the SKF TensiCheck for up to 25 hours or longer depending on use.

The SKF TensiCheck is handy and easy to use by anyone on the shop floor. It is also a cost-effective investement for your garage.



SKF TensiCheck measuring The SKF TensiCheck device made by SKF is an accurate, universal belt tension testing device which can be used on almost all car models. It can be used to check both the timing belts and auxiliary belts (3 to 8 ribs) contained in the SKF VKMA kits, along with many other automotive belt sizes. Because it calculates the correct tension to be applied to each belt and compares this tension with the tension of the installed belt, the user immediately knows if the belt is correctly loaded (green “OK” lamp lights up), insufficiently loaded (red “–” lamp lights up) or over-loaded (red “+” lamp lights up). Moreover the accurate tension, measured in daN, is displayed on the right part of the screen.

3

1

4 2 5 10 6 7

8

9 Having completed the correct belt and tensioner replacement procedure.

11

1. Before starting mesurement of a belt’s tension, turn the crankshaft two revolutions and set it to the point where all the timing marks are aligned. 2. Press the red button to switch the SKF TensiCheck on.

mm/ U

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


3. Select the belt characteristics using the following grey buttons. Timing belt (top grey button) 4. Belt material HSN or XS / non HSN or non XS (second from the top grey button). 5. Tooth profile curvilinear / trapezoidal (third from the top grey button). 6. Width (mm) of the belt (up and down grey buttons at the bottom): The width will be displayed at the leftside of the screen.

7,8. Install the mechanical grip on the belt. 9. The mechanical grip must be placed at right angles to the belt with the two fingers on the back of the belt, the single finger on the opposite side of the belt must be placed in between two teeth (for timing belts) or at right angles to the ribs (for auxiliary belts). The belt must be placed in the middle of the single finger : the middle of the belt width must be in front of the arrows shown on the grip’s body. Turn the knob to clockwise until it locks (blocking point).

Note 1: the width and the material of timing belts are usually indicated on the back of the belt: 41121x18 means 18 mm width and non HSN or XS material, 58113x1’’ HSN means 25.4 mm width and HSN material. Note 2 : 1’’1/4 = 32 mm 1’’ = 25.4 mm 3/4’’ = 19 mm 1/2’’ = 12.7 mm. Auxiliary belt (top grey button). Number of V (up and down grey buttons at the bottom) : The number of V will be displayed at the left side of the screen.



10. Press the green start button.

CAUTION:

11A. If, after pressing the green start button, three dots (...) are displayed on the right side of the screen instead of a load, check theparameters of the belt you have selected. This means that the belt type is not recognized by the SKF TensiCheck. Restart the opera-tion from step 3.

• IMPORTANT: the belt tension must be set by progressively increasing the belt load. Thus it is important for the adjustment of the belt tension to slacken it completely and then restart to tension it.

11B. If the “-’’ red lamp lights up: the belt is insufficiently loaded. 11C. If the “+’’ red lamp lights up: the belt is over-loaded. 11D. If the “OK’’ green lamp lights up: the belt is correctly loaded. If necessary, when the “-’’ or “+’’ red lamps are lit up, remove the mechanical grip from the belt, adjust the belt load and restart the operation from step 1.

• If the SKF TensiCheck beeps : the load applied on the mechanical grip is too high. Stop turning the knob immediately. If you do not you may damage the load sensor mounted in the mechanical grip. • If the beep is continuous : the load sensor has been over-loaded and thus cannot perform correctly. • If the SKF TensiCheck is switched on and not used within 15 minutes it switches off automatically. • If the red power lamp (above of the red ON / OFF button) flashes, change the battery as soon as possible. The accuracy of the results could be affected if the battery does not have enough power. • The recommended battery to be used is an alkaline 9 V battery, type PP3/6LR61, or alternatively you can use the auxiliary power cable SKF VKNA 10 connected to the car battery.



Top car manufacturers across the globe choose SKF as their main wheel bearing supplier for quality and safety. With SKF wheel bearing kits we

COMING SOON!

make sure it stays that way throughout the life of the car. The same SKF quality can be found in our full line of spare parts and tools. For more information, contact your SKF representative or visit www.vsm.skf.com • SKF Aquamax and other water pumps

• Timing belt kits

• Suspension kits

• SKF TensiCheck (belt tension tester)

• Wheel bearing kits

• Belt tensioner pulleys

• Clutch release bearings

• SKF IRIS (Integrated Repair Information System)

• Multi-V belt kits

SKF IRIS (Integrated Repair Information System) – Combines automotive diagnostics, repair information, just-in-time training and garage management modules in one easy-to-use PC-based system. Watch your mail for more information about this breakthrough tool.

The high visibility of Formula One racing. For over 50 years, SKF products and expertise have helped make Ferrari a formidable force in Formula One racing. This year’s Ferrari car has more than 150 SKF components!

Grow your business with the industry’s most trusted brand. For more information about SKF timing belt or multi-V belt kits or any of our other products, contact your SKF representative or visit our website:



Save time, get answers, at www.vsm.skf.com The latest product news, trouble-shooting tips, and technical information are just a click away at the SKF automotive aftermarket website. Visit us soon — and often!

PP2© Copyright SKF 2002

Price - 10 Euro
