Technical Infos Power Transmission Group
Find rather than search. Product Information Center All information on every ContiTech aftermarket product at a glance. Product Information Center w w w. c o n t i t e c h .
ContiTech Technical Info / Contents 3 Contents / Vehicle Type Vehicle type Engine Alfa Romeo Audi 1.9 JTD 1.4 / 1.6 16V 1.6 / 2.0 8V 1.8 20V 1.8 T / 2.0 1.9 TDI 1.9 / 2.0 TDI (PD) 1.6 TDI and 2.0 TDI (Common Rail) 2.4 / 2.5 TDI 5-cyl. 2.5 TDI 5-cyl. 2.5 TDI V6 1.6 Diesel; 9H engines 2.5 / 2.8 D 1.4 / 1.5 / 1.6 16V 1.4 / 1.5 / 1.6 16V Cuore Punto 188 A4 engine 1.6 Diesel; 9H engines 1.9 JTD engines 2.5 / 2.8 D 1.25 / 1.4 / 1.6 16V, various from 4/97 1.25 / 1.4 / 1.6 16V 1.6 Diesel; 9H engines 1.
ContiTech Technical Info / Contents 4 Vehicle type Engine Page Iveco Jeep Mazda Mini Mitsubishi 2.5 / 2.8 D Cherokee 1.6 Diesel; 9H engines 1.6 Diesel; 9H engines 1.3 / 1.5 engine type 4 G, various 1.8 GDI 1.5 dCi 1.4 / 1.6 / 1.8 / 2.0 16V 1.6 / 1.8 16V 1.7 DTI up to engine number 328703, various 1.7 D, various 1.9 JTD 2.5 / 2.6 / 3.0 / 3.2 V6, various 2.5 / 2.8 D 3.0 DTI V6 1.6 Diesel; 9H engines 2.5 / 2.8 D Renault, various Master, Trafic 1.2 16V 1.4 / 1.6 16V 1.5 dCi 2.5 / 2.8 D 3.0 DTI V6 2.0 / 2.
ContiTech Technical Info / Contents 5 Vehicle type Engine Seat 1.4 / 1.6 16V 1.6 / 2.0 8V 1.8 T/2.0 1.9 TDI 1.9 / 2.0 TDI (PD) 1.6 TDI and 2.0 TDI (Common Rail) 1.4 / 1.6 16V 1.6 / 2.0 8V 1.8 T / 2.0 1.9 TDI 1.9 / 2.0 TDI (PD) 1.6 TDI and 2.0 TDI (Common Rail) 1.5 DDIS V40 / S40 1.8 1.6 Diesel; 9H engines 1.4 / 1.6 16V 1.6 / 2.0 8V 1.8 T / 2.0 1.9 TDI 1.9 / 2.0 TDI (PD) 1.6 TDI and 2.0 TDI (Common Rail) 2.4 / 2.5 TDI 5-cyl. 2.5 TDI 5-cyl. 2.
ContiTech Technical Info / Contents 6 Contents / Product Product Page CT 522 K4 in CT 522 K1 CT 604 K1, CT 684 K1, CT 711 K1,CT 840 K1/K2, CT 935 K1/K2, CT 940 K1/K2 , CT 949 K1 CT 738 K1 CT 817 CT 870 K1, CT 873 K1, CT 975 K3 CT 881 K2 / K4 CT 881 K3 CT 884 K1, CT 990 K1 / K2 CT 887 K1 CT 908 K1 CT 909 K5 in CT 909 K10 CT 919 K4 / K5 CT 939 K1-5 CT 939 K2 / K3 CT 941 K1 CT 942 K1 CT 946 K2 in CT 1044 K1 CT 957 K1 / K2 CT 975 K1 in CT 975 K3 CT 983 K1 / K2 CT 984 K2 and CT 1015 K2 CT 1014 K3 CT 1014 K2
ContiTech Technical Info / Contents Product 7 Page 6PK1140 Elast in 6PK1070 6PK1748 in 5PK1750 BTT Hz (frequency measurement) 34 14 9 Installation tips – changing the timing belt VW Scirocco, Golf V, VI, Plus, Jetta III, from model year 2008, engine code CBDB Renault Clio II 1.6 16V, engine code K4M 748 Opel 1.8i 16V C 18 XE Audi A4, A6, A8, VW Passat 2.
ContiTech Technical Info 8 CT 1045 K1 Renault 1.2 16V Installation tip – tensioning pulley Problem: The tensioning pulley fails after a short period of operation, with the running surface possibly having separated from the bearing core. The running surface usually shows severe rubbing marks. The back of the timing belt is often substantially damaged or even completely worn through as a result of heat action.
ContiTech Technical Info 9 BTT Hz Fiat Punto Motor 188 A4 Setting the timing belt tension by means of frequency measurement Problem: The manual specifies 150 - 160 Hz as the tension setting for the final tension (T2) with the BTT Hz. Subjective measurement results in the timing belt being tensioned too high. Excerpt from the manual Cause: Fiat’s nominal setting with a frequency gauge, applicable since the 2003 model year, is determined by adding two measurements.
ContiTech Technical Info 10 CT 919 K4/K5 Audi A4 1.8 20V Converting vehicles built before 1998 to hydraulic tensioner Problem: The belt drive makes noises after operating for a short time. Cause: The newly installed tensioning pulley is not the correct distance from the engine and allows the belt to rub at the side on the inner flange (misalignment). (1) Solution: When refitting vehicles built before and during 1998, the old version stud bolt (1) must be removed.
ContiTech Technical Info 11 CT 1055/CT 1054 Ford 2.5 Diesel Converting the tensioning system Problem: The tensioning pulley included in the kit for the type delivered is different to the one installed in the vehicle. Type to be replaced Cause: According to Ford, the new tensioning pulley must be fitted in all 2.5 diesel engines when the timing belt is due to be changed. Given the fact that the structure has been changed completely, clarification is required on how to install or position this correctly.
ContiTech Technical Info 12 CT 983 K1/K2 Ford 1.8 Diesel Converting the tensioning pulley system Problem: The tensioning pulley in the kit has a different technical design than the factory-fitted component. Type to be replaced Cause: According to Ford, the new type of tensioning pulley has to be installed in all 1.8 diesel engines when the timing belt is due to be changed.
ContiTech Technical Info 13 Replacing CT 522 K4 with CT 522 K1 Renault Master, Trafic & Jeep Cherokee Changing the tensioning pulley Problem: The tensioning pulley included in the kit for the type delivered is different to the one installed in the vehicle. Type to be replaced Cause: According to the manufacturer, the new type of tensioning pulley has to be installed in all 2.1 diesel engines when the timing belt is due to be changed in accordance with kits referenced above.
ContiTech Technical Info Replacing 6PK1748 with 5PK1750 Renault 1.4/1.6 16V with K4J/K4M AC system Converting the V-ribbed belts Problem: The belt is very noisy, wears quickly and exhibits signs of abrasion. The tensile member and ribs can be torn out of the belt by edge contacts. This can lead to serious engine damage if the timing belt jumps off a pulley. Cause: The V-ribbed belt on older vehicles has six ribs (6PK1748).
ContiTech Technical Info 15 CT 984 K2 and CT 1015 K2 Audi, VW 2.5 TDI V6 Installation tip – tensioning system Problem: The tensioning lever chafes against the tensioning pulley. This can result in serious damage to the engine. Chafing lever Cause: Due to improper positioning during installation, the tensioning lever comes into contact with the running surface after the parts have been in operation only briefly. By way of illustration, the side facing the engine is shown here (normally hidden).
ContiTech Technical Info 16 Replacing CT 975 K1 with CT 975 K3 Opel 1.6/1.8 16V Changing the idler Problem: The idler pulley included in the kit for the type delivered is different to the one installed in the vehicle. Pulley to be replaced Cause: According to the manufacturer, the new pulley with a plastic running surface (55373) must be installed when the belt is changed instead of the previous metal version (55333).
ContiTech Technical Info 17 Replacing CT 946 K2 with CT 1044 K1 Audi, VW, Seat, Škoda 1.9 TDI (Common rail injection pump) Problem: The belt supplied with CT 1044 K1 is different in terms of appearance and number identification from the CT 946 belt installed so far. CT 946 Cause: The CT 1044 is reinforced with an additional fabric backing and can also be used for older TDI engines which were factory-fitted with the CT 946.
ContiTech Technical Info 18 CT 941 K1 Mitsubishi 1.8 GDI, Volvo V40/S40 1.8 Overheating of idler Problem: Shortly after the kit has been installed, the idler pulley fails due to degradation/overheating. Failed idler Cause: Seizure of the tensioning pulley. This causes the belt to overheat and in turn to transmit this heat to the idler. As a result, the plastic cage of the bearing melts, causing the pulley to fail.
ContiTech Technical Info 19 CT 817 Daihatsu Cuore, all years Problem: The belt is frayed on the sides and has the look of sloppy work. Edges of the CT 817 (Fig. 1) Cause: The CT817‘s tensile member is Kevlar. For technical reasons, the edges appear as in Fig. 1 after being cut. Conventional timing belt Solution: There is no cause for concern in using the belts. No material flaw is involved here.
ContiTech Technical Info CT 881 K2 / K4 Ford 1.25/1.4/1.6 16V, various 20 (from 04/1997) Change in the tensioning pulley Problem: The tensioning pulley delivered in the kit is designed differently from the pulley previously installed in the vehicle (eccentric adjustment to pointer alignment using a hex key). Previous pulley design Cause: According to the manufacturer, the new version must be installed instead of the previous one when belts are changed.
ContiTech Technical Info 21 CT 1035 K1 / K2 Renault 1.5 dCi, Nissan 1.5 dCi, Suzuki 1.5 DDIS Change in the tensioning pulley Problem: The tensioning pulley supplied in the kit is designed differently from the pulley previously installed in the vehicle. Previous design Cause: There is an alternative design. This is supplied with the same screw and can be installed according to the vehicle manufacturer‘s specifications.
ContiTech Technical Info CT 939 K1-5 Audi, VW 2.4/2.5 TDI 5-cyl Oil-fouled tensioning pulley Problem: A cast part has broken off the tensioning pulley or the spring is broken. The tensioning pulley does not work, and the belt has jumped. Cause: The tensioning pulley is visibly contaminated by oil. The Tefloncoated friction pulley is designed to damp vibrations but ceases to work after coming into contact with oil.
ContiTech Technical Info 23 CT 1096 K1 Rover, MG, all 2.0/2.5 V6 Installation tip – tensioning pulley Problem: The tensioning pulley twists on the base frame during operation. During further operation, the running surface starts to contact the base frame and seizes. This can damage the engine. Tensioning pulley Cause: You must ensure that the pulley is only pre-mounted on the base frame to 10 Nm.
ContiTech Technical Info CT 957 K1/K2 Audi, Seat, Škoda, VW 1.4/1.6 16V Installation tip – tensioning pulley Problem: The timing belt has lost a great deal of its width, and has torn as a result. Cause: The timing belt has worn away at the side because the tensioning pulley was misaligned. Solution: When the tensioning pulley is installed, make sure that the arrester is latched properly in the core hole cover.
ContiTech Technical Info 25 CT 939 K2/K3 Audi, VW 2.5 TDI 5 Zyl. Washer (diamond-coated) Problem: The timing belt kit contains a thin washer (diamond-coated) that was not previously installed in the vehicle. Washer Solution: This special washer (4) must be fitted between the crankshaft drive pulley (3) and the torsional vibration damper (5). This increases the coefficient of friction.
ContiTech Technical Info 26 CT 1038 K1, CT 1034 K1, CT 989 K1 & CT 731 K1 Citroën, Peugeot, Iveco, Fiat, Renault, Opel 2.5/2.8 D Correct fitting of the tensioning pulley Problem: The tensioning pulley supplied with the kit breaks apart after a short period of operation, normally resulting in damage to the engine. Disassembled bearing Cause: This is due to faulty alignment of the belt drive. The tensioning pulley is subjected to off-center loading and fails after a short running time.
ContiTech Technical Info 27 CT 1044 K1 Audi, VW, Seat, Škoda 1.9 TDI Snapped-off idler Problem: The large idler snaps off following a short period of operation as a result of bearing seizure. This can lead to engine damage. Large idler Cause: Because of insufficient tension, the back of the timing belt has become heated up on the two stabilizing rollers and transmitted heat to the large idler. Eventually it overheats and snaps off.
ContiTech Technical Info CT 1014 K3 Opel, GM 1.7 DTI, various 28 (up to engine no. 328703) Converting the tensioning system Problem: The new pulley does not fit into the slot for the old idler pulley. The engine support bracket is now positioned at a slant to the engine and can no longer be screwed onto it. Old pulley from CT 1014 k1 Cause: According to “Opel TIS”, the old, mechanical tensioning pulley from CT 1014 K1 can no longer be used.
ContiTech Technical Info 29 CT 870 K1, CT 873 K1, CT 975 K3 Opel 1.4/1.6/1.8/2.0 16V Installation tip – tensioning pulley Problem: The tensioning pulley makes noises after operating for a certain amount of time. In subsequent operation, the arrester can break and the belt loses its tension. As a rule, this results in damage to the engine! Cause: When cold, the pointer on the tensioning pulley no longer points to the mark and strikes the cold stop after each combustion cycle (hence the noise).
ContiTech Technical Info 30 CT 887 K1 Daewoo, Chevrolet 1.4/1.5/1.6 16V Installation tip – tensioning pulley Problem: The pointer on the tensioning pulley breaks off during installation and could severely damage the belt. Snapped-off pointer Cause: There are two possible reasons for this: 1. Failure to loosen the water pump and to use it for adjusting the tension as described in the instructions. 2.
ContiTech Technical Info 31 CT 604 K1, CT 684 K1, CT 711 K1, CT 840 K1/K2, CT 935 K1/K2, CT 940 K1/K2, CT 949 K1 Renault, various Installation tip – tensioning pulley Problem: The tensioner blocked after a short period of operation. The timing belt becomes hot and overheats the idler. Overheated idler Cause: During tensioning pulley installation, the rotating axis was not fitted properly and/or the nut was not tightened sufficiently.
ContiTech Technical Info 32 CT 1014 K2/K3/K5 Opel, GM 1.7 D, various Change in the idler Problem: The idler in the kit is different from the one previously installed in vehicles. Old idler pulley V 55317 Cause: According to “Opel TIS” the old idler is no longer used. This is being changed to the new type with a large ball bearing without a flange. New idler pulley V 55368 Solution: Despite the changed design, the new type can be installed directly instead of the old steel idler.
ContiTech Technical Info 33 CT 1045 K1 Renault 1.2 16V Change in the tensioning pulley Problem: The running surface material of the tensioning pulley in the kit is different from that of the removed pulley. Previous tensioning pulley Cause: The running surface of the tensioning pulley was changed by the manufacturer from sintered metal to plastic. New tensioning pulley Solution: The new pulley can be used without limitations.
ContiTech Technical Info 34 Replacing 6PK1140 ELAST with 6PK1070 Audi, VW, Seat, Škoda 1.6 TDI & 2.0 TDI (Common Rail) Converting the V-ribbed belt Problem: The 6PK1140 ELAST V-ribbed belt (OE no. 03L903137G) is being discontinued. The 6PK1070 replacement belt (OE no. 03L903137) cannot, however, be installed directly.
ContiTech Technical Info 35 CT 1079 K1 Opel, Renault, Saab 3.0 DTI V6 Idler failure as a result of overheating Problem: The belt fails due to overheating shortly after the kit is installed. Overheated parts Cause: The idler pulley seizes due to improper installation! This results in overheating of the belt, which transmits heat to the other parts, in turn causing the belt drive to fail. The idler seizes if it is mounted with the wrong side of the pulley towards the mounting support.
ContiTech Technical Info 36 CT 1028 K2/K3/K4, CT 1051 K1/K2 VW, Audi, Seat, Škoda 1.9/2.0 TDI PD Tensioning pulley breaks off after bolt snaps Problem: Belt drive failure soon after installation of the kit due to the tensioning pulley breaking off. Broken-off tensioning pulley Cause: The tensioning pulley was unable to gain full supporting purchase on the engine. This resulted in the action of lateral forces on the stud bolt, which subsequently broke.
ContiTech Technical Info CT 908 K1 VW, Audi, Seat, Škoda 1.6/2.0 8V Noise in belt drive Problem: Shortly after installation of the kit, noise comes from the cold engine (belt not aligning). Cause: The timing belt rubs up against the inside flange of the tensioner pulley, producing a squeaking sound. Solution: Before finally making the setting to the arrow marking, tension and relax the tensioner pulley five times. In addition, ensure that the tensioning pulley is fully and properly seated.
ContiTech Technical Info 38 CT 1105 K1 Opel, Alfa Romeo, Fiat & Saab, 1.9 JTD Idler failure as a result of overheating Problem: The belt drive fails as a result of the defective idler. The plastic running surface shows signs of overheating over its entire circumference (melting). Defective idler Cause: The water pump is worn and seized. The back of the belt becomes overheated because of the resulting sliding friction.
ContiTech Technical Info 39 CT 942 K1 Hyundai 1.4 – 1.6 16V, various Belt failure as a result of incorrectly fitted tension spring Problem: The belt drive fails due to a torn timing belt. Torn belt Cause: The back of the timing belt became overheated because the tensioning pulley was prevented from turning freely. Tensioning pulley Solution: The correct installation position of the tension spring must always be checked. Otherwise it may come into contact with the tensioning pulley running surface.
ContiTech Technical Info 40 CT 738 K1 Mitsubishi, 1.3/1.5 Motortyp 4 G, various Pulley failure as a result of incorrectly fitted tension spring Problem: The belt drive fails because of a broken tensioning pulley. Broken tensioning pulley Cause: The pulley has been split in the middle as a result of an unacceptable external action (spring contact). Tension spring Solution: Always check that the tensioning spring has been positioned correctly.
ContiTech Technical Info 41 CT 1092 K1 Peugeot, Citroën, Ford, Fiat, Mazda, Mini and Volvo 1.6 Diesel, 9H engines Idler failure as a result of running surface seizure Problem: The belt drive fails due to the defective idler pulley. Part of the plastic running surface has been worn through. Worn-through idler Cause: The idler seizes due to inadmissible contact with the cover. The timing belt destroys the idler after a short period because of the belt sliding over it.
ContiTech Technical Info 42 Replacing CT 909 K5 with CT 909 K10 VW, Audi, Seat, Škoda 1.8 T/2.0 Converting the tensioning pulley system Problem: The components supplied in the timing belt kit do not match the components previously installed on the vehicle. Version to be replaced Cause: A new tensioning system with a mechanical tensioning pulley is available for these vehicles. In this, the hydraulic tensioning damper with the small idler is replaced by a bracket for the idler.
ContiTech Technical Info 43 CT 881 K3 Ford 1.25/1.4/1.6 16V Crankshaft screws Problem: Crankshaft screws of two different lengths (29 and 44.5 mm) are supplied in the kit. Crankshaft screw M12 x 1.75 x 29 Cause: A 44.5 mm long screw has been used with effect from production date 15.08.2005. Crankshaft screw M12 x 1.75 x 44.5 Solution: To make doubly sure that the appropriate screw is used, you must determine the depth of the bore. 42 mm: 29 mm screw 52 mm: 44.
ContiTech Technical Info 44 CT 884 K1, CT 990 K1/K2 Opel, Saab 2.5/2.6/3.0/3.2 V6, various Installation tip – idlers Problem: After a short period of operation the timing belt jumps because of a lack of tension. Jumped timing belt Cause: The screw attaching the idler pulley to the plate has snapped and caused a sudden loss of tension. Snapped-off idler Solution: The factory default setting of the idler with a prefitted screw may not be used.
... comprehensive information ... always absolutely up-to-date ... directly to the product ... no mountains of paper and no out-of-date information ... simple and easy access ... everything at a glance Product Information Center w w w. c o n t i t e c h . d e / p i c ... free ... product-specific special features ... satisfied customers “Find an explanation of PIC on YouTube too” www.contitech.de/yt07en ... no registration required ... saves time ... article-specific ...
ContiTech Technical Info / Installation Tips 46 Installation Tips – Changing timing belts For models: VW Scirocco, Golf V, VI, Plus, Jetta III, engine code: CBDB (From model year 2008) Large numbers of the engine are installed in various VW models. When the timing belt is changed, serious mistakes are often made. To ensure that changing the belts goes smoothly, ContiTech Power Transmission Group is providing mechanics with detailed installation tips.
ContiTech Technical Info / Installation Tips Safety notes: Turn the engine in the direction of engine rotation ONLY on the crankshaft sprocket. The crankshaft and camshaft sprockets must never be rotated after the timing belt has been removed. > Do not use camshaft locking tool(s) as an arrester when loosening or tightening the camshaft sprocket. > When turning the camshaft, the crankshaft must not be positioned at top dead center (TDC). > The timing belt must not come in contact with oil or cooling water.
ContiTech Technical Info / Installation Tips 48 Removal: > Remove engine cover > Dismantle fuel filter > Disconnect the plug on the coolant temperature sensor > Open clip(s). Remove the upper timing belt guard > Remove front right wheel-house liner > Remove drive unit belt > Remove vibration damper > Remove the lower timing belt guard > Remove the center timing belt guard > Remove coolant pipe(s) > Position the engine at TDC cylinder 1. Note the marking(s) (1) (2.2) (2.3) (see figs. 1+2).
ContiTech Technical Info / Installation Tips 49 > Use lock ring tool for crankshaft OE (T 10050) (2.1). > Markings of crankshaft and lock ring tool for crankshaft must align (2.2 + 2.3) (fig. 2). 2.1 2.2 2.3 Fig. 2 > Lock ring tool for crankshaft: Pins must be positioned flush in the bore holes. > Fit the locking pins (3.1 + 4.1), highpressure pump sprocket and camshaft (figs 3 + 4). > Loosen the bolts on the high-pressure pump sprocket (3.2) (fig. 3). > Loosen the bolts on the camshaft sprocket (4.
ContiTech Technical Info / Installation Tips 50 > Loosen the nut of the tensioning pulley (5.1/6.1). > Using the hex key, turn the eccentric (5.3/6.3) of the tensioning pulley counterclockwise, until the tensioning pulley can be disconnected with the special tool (5.2). > Socket wrench OE (T 10264) > Locking pin OE (T 10265) 5.2 5.1 5.3 Fig. 5 > Using the hex key, turn the tensioning pulley clockwise (maximum load stop) (6.3). > Tighten the nut of the tensioning pulley slightly (5.1/6.1).
ContiTech Technical Info / Installation Tips 51 Installation: > Adjustment work on the timing belt may be carried out only when the engine is cold. > Tensioning pulley: the lug of the base plate must be located in the recess (7.1) > Check the TDC markings and readjust as required. 7.1 Fig. 7 > The tensioning pulley must be locked using the locking pin and fixed to the stop on the right (6.3). > Turn the camshaft sprocket clockwise to the stop. > Turn the injection pump sprocket clockwise to the stop.
ContiTech Technical Info / Installation Tips 52 > Using the hex key, turn the tensioning pulley clockwise (in the direction of the arrow). > The pointer of the tensioning pulley must be flush with the recess in the base plate (8.1). 8.2 8.1 Fig. 8 > The nut of the tensioning pulley must not turn while this is being done (8.2). > Tighten the nut of the tensioning pulley (8.2). > Brace the camshaft sprocket counterclockwise to maintain pretension (use the arrester).
ContiTech Technical Info / Installation Tips > Insert crankshaft lock ring tool (6.1) OE (T 10050). > Turn the crankshaft until the lock ring tool can be inserted. > The pin on the crankshaft lock ring tool must be directly in front of the bore hole of the sealing flange (6.1) (arrows). Turn the crankshaft until the lock ring tool can be inserted (fig. 6). > Check whether the camshaft can be locked with the lock ring tool.
ContiTech Technical Info / Installation Tips 54 Installation Tips – changing timing belts As an example Renault Clio II 1.6 16V, Engine code K4M 748 This engine, and its equivalents in different engine sizes, is installed in other Renault vehicles in large numbers and initially does not seem to raise any questions with regard to changing the timing belt under normal circumstances, even for mechanics unfamiliar with it.
ContiTech Technical Info / Installation Tips 1. 55 First identify the vehicle exactly using the engine code on the engine block. (fig. 1) Fig. 1 2. Disconnect the vehicle battery. 3. Remove: a. Drain cooling water b. Support engine c. Right engine mount d. Ancillary unit drive belt (V-ribbed belt) e. Plugs from rear end of camshafts. (fig. 2) Fig 2 f. Plug from cylinder block (fig.
ContiTech Technical Info / Installation Tips 4. 56 Turn the crankshaft to the right to the setting position. The grooves in the camshafts must be aligned. Note: The grooves are located below the top edge of the cylinder head. (fig. 4) Fig. 4 5. Insert the locking pin into the cylinder block (tool code MOT1489). Note: The crank web must be up against the locking pin. (figs. 5/6) Fig. 5 Fig.
ContiTech Technical Info / Installation Tips 6. 7. 8. 9. Then apply the alignment ruler at the rear end of the camshafts (tool code MOT1496). (fig. 7) Lock the flywheel using a large screwdriver or suitable tool and loosen the screw of the crankshaft pulley. Note: The flywheel must be securely locked so that the locking pin does not break or become bent, or that the camshaft ruler or the camshaft itself is not damaged when loosening the crankshaft screw. 57 Fig. 7 Remove: g.
ContiTech Technical Info / Installation Tips Installation: 1. Check whether the locking pin is inserted. The crankshaft must be up against the locking pin. 2. The grooves in the camshafts must be aligned. 3. Also check whether the alignment ruler is correctly applied. 4. Then install the new water pump. Note: Carefully clean the sealing surface between engine block and water pump and remove any remaining seal. 5. Install the new guide pulley and tighten to 45 Nm. (fig.
ContiTech Technical Info / Installation Tips 59 Note: Pay attention to the tightness of the bolt that holds the tensioning pulley in the water pump housing. 7. 8. 9. 10. 11. 12. 13. 14. Remove the crankshaft sprocket and gear. Degrease the end of the crankshaft. Reinstall the crankshaft sprocket. Fit the timing belt going around towards the left starting from the crankshaft sprocket. Make sure that the timing belt is tight on the load side. Degrease the crankshaft belt pulley.
ContiTech Technical Info / Installation Tips 60 Note: The movable pointer must be 7-8 mm behind the fixed pointer. 15. Tighten the tensioning pulley nut for the time being, tightening torque: 7 Nm. 16. Lock the flywheel with a large screwdriver and tighten the screw of the crankshaft belt pulley for the time being, tightening torque: 20 Nm. 17. Remove: > Locking pin > Alignment ruler 18.
ContiTech Technical Info / Installation Tips 24. Turn the tensioning pulley to the left until the pointer is aligned with the notch. (figs. 6/7) 25. Tighten the tensioning pulley nut, tightening torque: 27 Nm. 26. Remove the locking pin. 27. Turn the engine drive two more times, check the setting and adjust if necessary. 28. Screw in the cylinder block plug. 29. Insert new plugs at the end of the camshaft. 30. Install the components in reverse order of removal.
ContiTech Technical Info / Installation Tips 62 Installation Tips – changing timing belts As an example Opel 1.8i 16V C 18 XE This engine, and its equivalents in different engine sizes, is installed in other Opel vehicles in large numbers and initially does not seem to raise any questions with regard to changing the timing belt under normal circumstances, even for mechanics unfamiliar with it. However, critical mistakes are often made with regard to adjusting the tensioning pulley.
ContiTech Technical Info / Installation Tips 63 Fig. 1 1. 2. 3. First identify the vehicle exactly using the engine code, which can be found on the outer edge of the transmission mounting flange on the engine block (fig. 2). Disconnect the vehicle battery. Remove: a. Complete air filter b. Air intake hose c. C 18 XE/XEL: air mass sensor d. Support engine e. Right engine mount f. Ancillary unit drive belt (V-ribbed belt) g. Power-steering / air-conditioning compressor pump h. Timing belt cover Fig.
ContiTech Technical Info / Installation Tips 64 Removing timing belt 4. Turn the crankshaft to the right until the timing mark on the crankshaft pulley aligns with the tip on the engine block. (fig. 4) Fig. 4 5. On camshaft sprockets with a single timing mark, make sure that the mark of the respective camshaft sprocket is aligned with the marks of the valve cover.
ContiTech Technical Info / Installation Tips 6. 65 Lock the camshaft with the locking tool. Note: If the timing belt is removed without locking the camshafts, the camshafts rotate and the engine timing is off. The timing belt can no longer be mounted properly.. In such cases, the camshafts can only be positioned for fitting by using unprofessional methods. (fig. 6) Fig.
ContiTech Technical Info / Installation Tips Remove the crankshaft pulley. Loosen the tensioning pulley screw. Turn the tensioning pulley to the right until the pointer is at the left stop. Here, the tab attached with a hexagon socket screw must move clockwise downwards. Use a hex key here. 10. Remove the timing belt. 11. Drain cooling water and remove the tensioning pulley, idlers and the water pump. 12. Change the idlers and the water pump. 66 7. 8. 9. Fig. 7 Fig.
ContiTech Technical Info / Installation Tips 67 Installation of the timing belt: 13. Install the tensioning pulley. Make certain that the arrester on the back of the tensioning pulley (base plate of the tensioning pulley) is positioned between the contact surfaces on the engine block ... (fig. 10) Fig. 10 … and not next to them. (fig. 11) 14. Fit the new timing belt in the opposite direction to the direction of rotation, starting at the crankshaft sprocket. Fig.
ContiTech Technical Info / Installation Tips 68 15. Turn the tensioning pulley with the adjusting cam to the left until the pointer is at the right stop. Here, the hexagon socket screw moves counterclockwise upwards. Use a hex key. Then tighten the new tensioning pulley slightly. (fig. 12) Note: This is an especially important step. If this is not done, the belt drive will start making noise in a short time due to insufficient tension.
ContiTech Technical Info / Installation Tips 69 17. Tighten the tensioning pulley screw to 20 Nm. (fig. 14) 18 Turn the engine drive two more times, check the setting and adjust if necessary. 19. Install the components in reverse order of removal. Fill up the cooling water and vent the cooling system. Fig. 14 Fig. 15 20. Record the replacement of the original ContiTech timing belt on the supplied sticker and affix it in the engine compartment. 21. Test run the engine or take a test drive.
ContiTech Technical Info / Installation Tips 70 Installation Tips – changing timing belts As an example Audi A4, A6, A8, VW Passat 2.8 30V This engine is installed in large numbers in various Audi and VW models. Critical mistakes are often made when changing the timing belt. To ensure that changing the belt goes smoothly, the ContiTech Power Transmission Group is providing fitters with detailed installation tips. ContiTech experts explain step-by-step how to change belts correctly.
ContiTech Technical Info / Installation Tips Removal: 1. Jack up the vehicle at the front and support it. 2. A6 1997 and later/A4: move the radiator support panel to the service position: > Remove the front bumper > Remove the air intake hose between the front panel and the air filter > Remove the screws in the front panel > Attach the support sleeves no. 3369 in the front panel > Push the front panel forward > Insert the top back screws into the front holes to hold the panel 71 Fig.
ContiTech Technical Info / Installation Tips 3. Remove: > Viscous fan (left-handed thread) > Ancillary unit timing belt > Left and right timing belt covers 4. Turn the crankshaft clockwise to TDC in the third cylinder. The timing marks have to match up. (fig. 3) 72 Fig. 3 5. 6. The large holes on the mounting plates for the camshaft sprockets must be opposite each other. (fig. 4) If this is not the case, turn the crankshaft to the right a further complete turn. Fig.
ContiTech Technical Info / Installation Tips 7. 73 Remove the plug from the crankcase (fig. 5) and screw in the crankshaft locking tool (no. 3242). Fig. 5 Note: The TDC bore in the crank web must be in line with the hole for the plug. (figs. 6/7) Fig. 6 Fig.
ContiTech Technical Info / Installation Tips 8. 74 Turn the tensioning pulley to the right until the holes in the push rod line up with those in the tensioner casing. Use an 8 mm hex key. Hold the push rod by inserting a locking pin with a diameter of 2 mm through the hole in the tensioner casing. (fig.
ContiTech Technical Info / Installation Tips 9. 75 Remove: > The screws of the crankshaft belt pulley (not the crankshaft pulley screw!!) > The crankshaft belt pulley > The viscous fan mount Note: The two screws on the mount can be reached through the hole in the belt pulley (Audi). > Remove the lower timing belt cover > Remove the timing belt When removing the tensioning pulley, remember to put the spacer back between the engine and the tensioning pulley. (fig. 11) Installation: 1.
ContiTech Technical Info / Installation Tips 7. 8. 9. 76 Place the timing belt around the camshaft sprockets and the water pump belt pulley. Fit the locking tool (no. 3391) on the camshafts. The crankshaft locking tool must be fitted. (fig. 12) Fig. 12 10. Place the timing belt around the guide roller, crankshaft sprocket and tensioning pulley. (fig. 13) 11. Slightly turn the tensioning pulley to the right. Use an 8 mm hex key for this.
ContiTech Technical Info / Installation Tips 14. Then remove the torque wrench. 15. Tighten the camshaft sprocket screw to 55 Nm. 16. Remove: > Camshaft locking tool > Crankshaft locking tool 17. Screw the plug in. 18. Fit the crankshaft belt pulley. The notches must be aligned to the nipple on the crankshaft sprocket (Audi). 19. Tighten the screws on the crankshaft belt pulley to 25 Nm (Audi 20 Nm). 20. Install the components in reverse order of removal. 21.
ContiTech Technical Info Notes 78
ContiTech Technical Info 79
ContiTech. Engineering Next Level Market segment Automotive Aftermarket As a division of the Continental Group, ContiTech is a recognised innovation and technology leader in natural rubber and plastics. As an industry partner with a firm future ahead of us, we engineer solutions both with and for our customers around the world. Our bespoke solutions are specially tailored to meet the needs of the market.
