Belt replacement tips from Dayco

Ford 1.8 diesel timing drive system

Published:  07 January, 2015

Ford's popular 1.8-litre diesel unit, otherwise known as the Lynx engine, has been widely used to power various Fiesta, Focus, C-Max, S-Max, Mondeo, Galaxy, Tourneo Connect and Transit Connect models between 1998 and 2011. As well as being notable as the first mass production engine to feature a belt in oil, when in 2008 Dayco designed the system to supersede the previous chain driven high pressure injection pump, the engine has a reputation for simplicity, as it utilises one of the shortest timing belts in common use.

This simplicity however, can create problems. Dayco believes that because the belt is so short and the drive system so simple - the injection pump pulley drives a single overhead camshaft with the use of a single tensioner - the belt is frequently just changed, without the full installation process being followed and it is the incorrect tension that is the most common cause of belt failure. It is therefore crucial that technicians adhere to the following installation procedure when fitting Dayco's KTB470 timing belt kit.

Figure 1

Figure 2

Tighten the camshaft pulley bolt finger tight and then loosen it half a turn so that the pulley can rotate freely. Then fit the new tensioner, making sure that the Allen Key hole is at 3 o'clock and the mobile indicator is at 8 o'clock and lightly tighten the bolt.

Figure 3

Lock the camshaft pulley with the special tool (205-072) and tighten the camshaft pulley bolt to 50 Nm. Then remove the timing pin, the flywheel-locking tool and the camshaft-locking bar and rotate the crankshaft clockwise six revolutions and re insert the timing pin. Slowly rotate the crankshaft clockwise until reaching TDC on cylinder one until it stops against the timing pin and refit the flywheel-locking tool.

The mobile indicator on the tensioner should still be in its 3 o'clock position, but if it has moved, the tensioning procedure must be repeated until it does not move and remains at 3 o'clock. Then check that the camshaft locking bar can easily be inserted and if so, permanently remove the timing pin, the flywheel-locking tool and the locking bar and refit the blanking plug to the cylinder block.

FIGURE 1: Check for 'AC' identification

FIGURE 2: Camshaft locking tool

FIGURE 3: Check for 3 o'clock mobile indicator position

www.dayco.com

Related Articles

  • Fifty shades of Carbon 

    Hoping to improve on my personal finances I decided to write something dirty this month, having written many times reflecting on problems associated with diesel combustion and its post combustion treatment failures. Also, I recall referring to the close similarities with direct petrol injection principles. When dealing with our diesel car owners, a process of profiling is adopted, the purpose of which is to fully understand three key facts:

  • Material friction 

    There are challenges facing the braking industry, especially changing legislations surrounding materials used within the pads. US legislation is calling for the removal of copper while a number of years ago asbestos was a common product in friction products.

  • Proof isn't always positive 

    By Andy Crook

  • The pros and cons of dash cams 

    By James Dillon

  • Direct intervention always helps 

    By Frank Massey


Search

Sign Up

For the latest news and updates from Aftermarket Magazine.


Poll

Where should the next Automechanika show be held?



Facebook


©DFA Media 1999-2016

Mentés