Timing Belt and Multi-V Belt Kits

www.bergab.ru Берг АБ bergab@ya.ru 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: 

TABLE OF CONTENTS 

• 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. 

Introduction .............................. 2-3 

Protection and profitability............ 4-5 

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

SKF brand kits 

and components ........................ 10-13 

Removal and fitting instructions......14-15 

Timing and mulit-V belts in the news 16-17 

Freqently asked questions ............ 18-19 

Fitting times.............................. 20-25 

Troubleshooting 

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

Good practices 

and helpful hints ........................ 32-33 

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

SKF Mounting Maunal .................. 38-39 

SKF multi-V belt kits....................40-41 

Setting correct belt tension............42-49 

Other SKF kits ............................ 50-51 

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

Keeping your customers’ cars running 

efficiently and safely is a good way to 

earn their trust and build your business. 

2 3 

www.bergab.ru Берг АБ bergab@ya.ru Тел. (495)-228-06-21, факс (495) 223-3071


Protection for your 

customers. Profits for you. 

More timing belt applications. 

The world’s drivers have continued to press for more 

responsive, yet more efficient automobiles. The automotive 

industry has responded with efficient, overhead cam, 

multi-valve engines driven by timing belts. The dramatic 

increase in the use—and complexity—of these belts has 

created new profit opportunities for garages. 

New belt designs. 

Generic timing belts, made of standard materials with 

standard tooth profiles, are a thing of the past. New 

generation belts are vastly improved, providing the increased 

durability and smoother performance characteristics demanded 

by today’s engines—and your customers. 

Application-specific tooth profiles. 

The earliest timing belts had a trapezoidal tooth design. But the need to 

meet more demanding applications resulted in the development of belts with 

curvilinear and modified curvilinear profiles. These different tooth profiles 

are not interchangeable: it is critically important to select the correct belt for 

every application. 

Trapezoidal 

High-performance materials. 

Until 1985, the standard material for timing belts was 

neoprene. Today the preferred materials is HSN 

(highly-saturated nitrile). Though belts made of HSN 

appear no different from neoprene belts, they offer far 

better performance in the high-temperature engine 

compartments of today’s vehicles. All SKF timing 

belts are made of HSN. 

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 

Belts may look alike, but they are not interchangeable. 

Correct tooth profiles are critical. 

120 

100 

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. 

80 

60 

40 

20 

0 

Cumulative New Applications 1986-1994 

New HSN Applications 

Exceed Neoprene Applications 

Since 1986 

(Based on USA Vehicle Sales) 

1986 1990 1994 

120 

100 

80 

60 

40 

20 

0 

Curvilinear 

Modified Curvilinear 

4 5 



Technical Overview 

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. 

Engine front end drive 

Belt tensioner unit 

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. 

The automatic belt tensioner unit, with its built-in spring and friction system, 

maintains a constant tension of the belt while the engine is running. 

Main designs currently used are shown here: 

Function and 

Characteristics 

of Multi-V belts 

• High load-transmitting 

capacity 

• Optimised vibration 

and noise 

• Robust design 

• High flexibility 

• Crack and wear 

resistance 

• Temperature range 

of -40ºC to +120ºC 


Camshaft pulley 

• Belt life of 160,000 km 

or 10 years 

Water pump pulley 

Idler pulley 

Timing belt 

Injection 

pump pulley 

Belt tensioner unit (BTU) 

with an eccentric 

Crankshaft 

Crankshaft pulley 


Multi-V belt 

Power 

steering 

pump 

Alternator 

pulley 

Air conditioning 

compressor 

Automatic BTU with a built-in 

springand friction system. 

Automatic BTU 

with a damper 

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. 

Belt tensioner unit (BTU) with a rear plate 

6 7 



Technical Overview, continued 

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: 

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 

Idler pulley with rear plate 

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. 

Timing belt construction 

The timing belt is manufactured with a fibre-glass or steel braided laminated inner 

core, coated with synthetic rubber or neoprene. 

Example of the designs are shown here: 

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 2001 

the timing belt kit concept to the 

2000 

1999 

automotive world. By packaging belts, 

1998 

pulleys and tensioners in one box, 1997 

SKF offered garages an easy way to 1996 

1995 

save time and to ensure an accurate, 1994 

quality belt replacement every time. 1993 

1992 

1991 

Since then, the kit concept has won 

1990 

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. 

60 

50 

40 

30 

20 

10 

0 

ALFA AUDI BMW CIT FIAT FORD LADA LANC OPEL PEUG REN ROV SEAT SKOD VAG VOL 

European models 

SKF kit availability vs. other brands* 

45 

40 

35 

30 

25 

20 

15 

10 

5 

0 

DAE DAIH HONDA HYUN ISUZU KIA MAZDA MTS NISSAN PROT SUBARU SUZ TOYOTA 

Asian models 

* SKF kits shown in blue. 

Market Insights 

• Over 40 million timing 

and multi-V belts are 

changed in Europe 

per year and the trend 

is toward the use of 

kits. (SKF kit sales are 

growing at over 30% 

per year.) 

• 75% of all cars on 

the road are fitted 

with air conditioning 

and power steering, 

The growing need 

for auxilliary (multi-V) 

belt kits is creating 

profit opportunities 

for garages. 



What’s in the kits? 

Guide to symbols 

used on box labels 

Belt tensioner kit 

VKMA timing belt kits include: 

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

VKMC timing belt kits with damper include: 

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

Idler pulley 

VKMA multi-V belt kits include: 

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

VKMC timing belt kits with water pump include: 

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


tensioner pulley 



Removal and Fitting Instructions 

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. 

The example shown 

here is provided to 

illustrate a typical timing 

belt tensioner procedure, 

as explained in every 

SKF timing belt kit. 

Figure C 

Figure D 

Because every engine 

has its own unique 

characteristics, always 

refer to the car 

manufacturer’s specific 

mounting procedures 

in full. 

Figure A 

Figure B 

Typical Timing Belt Fitting 

• Fit new idler pulley (3), and/or new tensioning pulley (2), in disengaged position, 

as necessary. 

• Fit new timing belt (1). Make sure arrows on belt point in correct direction and 

that any timing marks align with those on sprockets. 

Typical Timing Belt Removal 

• Disconnect battery earth lead. 

• Remove belts and other items as required to gain access to timing belt. 

• Clamp flywheel, then remove crankshaft pulley 

• Remove timing cover(s). 

• Bring engine to timing position. Check alignment of all timing marks, timing holes 

(fit timing pins), and the like. In particular, check alignment of following timing 

marks with the appropriate fixed timing markers on engine housing: crankshaft 

sprocket (a), or flywheel; camshaft sprocket (b), or auxiliary shaft sprocket, where 

fitted); injection pump sprocket (d). Note:A diesel engine is shown in this illustration. 

• Remove timing belt – remove tensioning pulley and/or idler pulley, as necessary – 

refer to Fig. B, C or D. 

• Tension belt by rotating tensioning pulley (2) or water pump (e). Refer to Fig. D. 

Tighten, temporarily, tensioning pulley (2) or water pump (e). 

• Turn engine clockwise through two full turns (2 x 360º), bringing it back to 

timing position. 

• Check alignment of all timing marks, timing holes (fit timing pins) and the like. 

• Fit belt tension tester and check that tension matches recommended value, 

then tighten nut of tensioning pulley (2) or bolts of water pump (e) to 

recommended torque. 

• Refit timing cover. 

• Clamp flywheel, then refit crankshaft pulley and tighten bolt to 

recommended torque. 

• Refit and tension all belts previously removed. 

• Refit battery earth cable. 



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. 

Automatic Tensioners— 

55 million vehicles and growing 

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. 

The first sign of wear is “noise.” 

A tensioner that sounds bad usually is 

bad. While the engine is running, listen 

to the accessory drive for any noise 

coming from the tensioner. If there is: 

• Check for pulley bearing failure, 

which accounts for about half of all 

tensioner failures. 

• Another sign of tensioner wear 

is a belt that keeps coming off the 

tensioner 

• Misalignment can also cause the belt 

to wear unevenly and fail early. 

NOTE: A tensioner must be replaced 

as a complete assembly. Never try to 

pry part the halves of a spring casing 

to get to the spring. The spring is 

Profit-building tips 

• 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. 

• Recommend a 

complete Multi-Vbelt 

system replacement 

to your customers— 

the best way to assure 

no trouble down 

the road. 

“alternator belt system 

and pulley become noisy” 

“oil contamination 

on belt 

causing failure” 

“risk of 

belt failure” 

• With an estimated failure rate of 

2%, approximately one in every 

50 cars you service might need 

a new tensioner. 

loaded a very high torque and can 

cause serious injury or even death. 

“check for 

bad mounting 

of tensioner” 

“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. 



Frequently asked questions 

Frequently asked questions 

Q: Tensioners and pulleys sometimes look 

the same. Can I interchange? 

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: 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. 

Q: What is the difference between a timing 

belt kit and a multi-V belt kit? 

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. 

Q: What is a belt tensioner unit? 

A:The belt tensioner unit sets the right 

belt tension and provides guidance for 

the belt. 

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 

Q: What are the contents of the SKF 

timing belt and multi-V belt kits? 

A:VKMA: 1 belt plus 1 or more belt 

tension pulleys VKMC: 1 belt plus 1 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 the difference between a timing 

belt pulley and a multi-V belt pulley? 

A: Pulleys for multi-V belt can be BTU, 

Automatic BTU or Idler. Their profile 

is often characterized by one or 

more ribs. 

Q:What are the main causes of belt damage? 

A:Too high or too low tension, vibrations, 

high temperature and belt misalignment. 

Q: Why is it recommended to also 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. 



SKF TYPICAL BELT MIN MAX 

MODEL ENGINE SIZE MOTOR YEAR COMMENT KIT** FITTING CHANGE TENSION TENSION 

TIME* FREQ VALUE(dan) VALUE(dan) 

CITROËN 

AX 954cc/1124 cc TU9/TU1 09/86-07/92 VKMA 03100 1.7 80k 11 15 

07/92-98 VKMA 03100 1.7 120k 11 15 

1360cc TU3 09/86-93 belt 108x17 VKMA 03110 1.7 80k 11 15 

93-96 belt 101x17 VKMA 03111 1.7 120k 11 15 

BX 1360cc TU3 87-93 belt 108x17 VKMA 03110 2.1 80k 11 15 

belt 101x17 VKMA 03111 2.1 120k 11 15 

1580cc XU5 87-01/92 VKMA 03200 3.2 120k 11 15 

02/92-93 VKMA 03201 3.2 120k 11 15 

SAXO 1124cc TU1 96 –> VKMA 03100 1.7 120k 11 15 




ALFA ROMEO 

33 1186/1351/1490 cc 83-94 hydraulic tappets VKMA 02500 2.7 80k 14 19 

mechanical tappets VKMA 02501 2.7 80k 14 19 

145/146 1351cc 94-96 VKMA 02501 3.1 120k 14 19 

155 1747cc 96-97 VKMA 02173 3.1 120k 16 22 

156 1747cc 97-01 VKMA 02173 3 120k 16 22 

AUDI 

80 1781cc 08/81-12/91 VKMA 01000 1.5 120k 15 20 

1984cc 3A 09/86-10/90 VKMA 01000 1.5 120k 15 20 

AAD 08/90-07/93 VKMA 01001 1.5 120k 15 20 

ABK/ABT/ADW 08/90-11/94 VKMA 01001 1.4 120k 15 20 

12/94-7/95 VKMA 01003 1.4 120k 15 20 

6A/ACE 03/93- 07/94 VKMA 01020 1.4 120k 17 23 

08/94-07/95 VKMA 01023 1.4 120k 17 23 

100 2309cc AAR 12/90-94 belt 147x19 VKMA 01050 2.3 120k 13 17 

A4 1595cc AHL/ANA/ARM 11/94-99 belt 138x23 VKMA 01113 2.5 120k 15 21 

1781cc ADR/AEB/AYA 11/94-01 belt 153x25 VKMC 01008 2.2 120k 17 23 

belt 152x25 VKMA 01004 2.2 120k 17 23 

1896cc AFF/1Z/AFN/AHU/AVG 11/94 -01 VKMA 01014 2.9 90k 21 28 

BMW 

318 1795cc M40 10/91-93 VKMA 08000/08001 2.2 45k 14 19 

320 1990cc M20 84-91 round belt profile VKMA 08110 1.9 60k 17 23 

1527cc Diesel TU5D 96 –> VKMA 03121 1.9 120k 17 23 

XANTIA 1761cc XU7 03/93 –> VKMA 03201 2.4 120k 11 15 

1905cc Diesel/TD XUD9/T 03/93-12/93 VKMA 03240 3 80k 17 23 

01/94 –> VKMA 03241 4.4 120k 17 23 

1997cc HDI DW10 99 –> VKMA 03246 4.6 160k 17 23 

XSARA 1905cc Diesel/TD XUD9 97 –> VKMA 03241 4.4 120k 17 23 

ZX 1360cc TU3 03/91-98 belt 108x17 VKMA 03110 1.7 120k 11 15 

belt 101x17 VKMA 03111 1.7 120k 11 15 

1905cc Diesel XUD9 91-12/93 VKMA 03240 2.6 80k 17 23 

01.94 –> VKMA 03241 2.6 120k 17 23 

FIAT 

CINQUECENTO 1108 cc 92-98 VKMA 02202 1.4 100k 12 16 

PANDA 769cc FIRE (750) 86-90 VKMA 02200 0.75 60k 12 16 

1108cc FIRE 86-90 VKMA 02200 0.75 60k 12 16 

PUNTO 1108cc (55) 93-2001 VKMA 02202 1.05 100k 12 16 

1242cc (60/75) 93-2001 VKMA 02201 1.05 100k 10 14 

1697cc Diesel 93-2001 VKMA 02152 1.45 105k 15 20 

TIPO 1372cc 88-90 VKMA 02410 1.5 60k 10 14 

91-96 VKMA 02410 1.5 100k 10 14 

UNO 994cc 146C7.000 89-90 VKMA 02021 1 60k 12 16 

91-95 VKMA 02021 1 100k 12 16 

999cc FIRE (146E5/EC/ED/EE) 89-90 VKMA 02200 1.05 60k 12 16 

91-95 VKMA 02200 1.05 100k 12 16 

1108cc FIRE (146EF/ET/EW) 89-90 VKMA 02200 1.05 60k 12 16 

91-95 VKMA 02200 1.05 100k 12 16 

1116cc CS (146A7) 89-90 VKMA 02216 1.25 60k 12 16 










FORD 

ESCORT 1296cc HL13 (CVH) 76-87 VKMA 04200 0.8 90k 13 18 

1392cc/1597cc HL14 (CVH)/HL16 (CVH) 07/83-04/92 belt 97x19.75 VKMA 04201 0.8 60k 13 18 

05/92 –> belt 97x21.6 VKMA 04202 0.8 60k 15 20 

1596cc/1769cc ZH16/ZH18 (ZETEC E) 92-02/94 VKMA 04210 2.6 90k 17 23 

03/94-99 VKMA 04212 2.6 120k 17 23 

1753cc Diesel/Turbo Diesel 88-10/95 VKMA 04103 2.2 60k 13+15 18+21 

11/95-01/97 VKMA 04106 2.2 60k 15+15 20+20 

02/97 –> VKMA 04107 2.2 105k 15+15 20+20 

FIESTA 1242cc/1388cc ZHL12/ZHL14 (ZETEC S) 08/95-02/97 VKMA 04220 2.3 150k 15 20 

1392cc HL14 (CVH) 07/83-04/92 belt 97x19.75 VKMA 04201 0.8 60k 13 18 

05/92 –> belt 97x21.6 VKMA 04202 0.8 60k 15 20 

1753cc Diesel/Turbo Diesel 88-10/95 VKMA 04103 2 60k 13+15 18+21 

11/95-01/97 VKMA 04106 2 60k 15+15 20+20 

02/97 –> VKMA 04107 2 105k 15+15 20+20 

MONDEO 1596/1769/1998cc ZH16/ZH18ZH20 (ZETEC E) 93-02/94 VKMA 04212 2.9 90k 17 23 

03/94-05/98 VKMA 04212 2.9 120k 17 23 

1753cc Diesel/Turbo Diesel 93-10/95 VKMA 04103 3.2 60k 13+15 18+21 

11/95-09/96 VKMA 04106 3.2 60k 15+15 20+20 

10/96 –> VKMA 04107 3.2 105k 15+15 20+20 

HONDA 

CIVIC 1300cc/1500cc D13B/D15B 88-95 VKMA 93500 2.2 100k 16 22 

MAZDA 

323 1324cc B3 (SOHC) / (BF#) 04/87 –> VKMA 94101 1.7 100k 15 20 

B3 (SOHC) / (BA/G/J#) 10.96 –> VKMA 94102 1.7 100k 15 20 

1597cc B6 / (BF/W# ) 87 –> VKMA 94101 1.7 100k 15 20 

B6 (SOHC) / (BG# ) 06/89-12/95 VKMA 94102 1.7 100k 15 20 

626 1998cc FS / (GF/V# ) 08/91 –> VKMA 94010 1.7 100k 17 23 

FE (DOHC) / (GD#) 06/87-10/91 VKMA 94601 1.5 100k 17 23 

FE (SOHC) / (GD#) 06/87-10/91 VKMA 94230 1.5 100k 17 23 

NISSAN 

MICRA 1000cc MA10S / (K10) 12/82-12/88 VKMA 92400 1.9 60k 15 21 

12/88-11/92 VKMA 92401 1.9 60k 13 17 

OPEL/VAUXHALL 

ASCONA 1598cc 16N / Manual Gearbox 81-86 —>| 14054370 VKMC 05400 0.9 60k 13 18 

14054371 |—> VKMC 05401 1.2 60k 13 18 

ASTRA 1398cc C14NZ/SE./.14NV/SE./.X14NZ 92-97 belt 111x17 VKMA 05121 0.9 60k 11 15 

WITH W/ PUMP VKMC 05121 1.5 60k 11 15 

1398cc 16 v X14XE 94-97 belt 169x20 VKMA 05150 0.9 60k 13 18 

98 –> belt 162x20 VKMA 05152 1.5 120k 13 18 

1598cc 16 v X16XEL 94-97 belt 169x20 VKMA 05150 0.9 60k 13 18 

98 –> "—>I mot 20041690 VKMA 05152 1.1 60k 13 18 

98 –> "I—> mot 20041691 VKMA 05154 1.1 120k 13 18 

1699cc 17D 85-93 belt 146x24 VKMA 05201 2.4 60k 16 22 

17DR / X17DTL ECOTURBO 92-98 belt176x24 VKMA 05202 3 60k 16 22 




OPEL/VAUXHALL, continued 

CORSA 1195cc/1398cc C12NZ/C14NZ 83-93 belt 111x17 VKMA 05121 1 60k 11 15 

WITH W/ PUMP VKMC 05121 1.3 60k 11 15 

1398cc 16 v X14XE/X14SZ 94 –> VKMA 05150 1.1 60k 13 18 

1488cc X15TD 93-99 "—>I MOT 029082 VKMA 05208 1 120k 20 27 

"I—>MOT 029083 VKMA 05210 1 120k 20 27 

TIGRA 1398/1598 cc 16v X14XE/X16XEL 94 –> VKMA 05150 1.1 60k 13 18 

VECTRA 1598cc 16SV/E16NZ/C16NZ/X16SZ 89-95 VKMA 05121 1.3 60k 11 15 

"+ w/pump VKMC 05121 2 60k 11 15 

1598cc 16vv X16XEL 11/95 –> VKMA 05150 0.8 60k 13 18 

1699cc X17TD 96 –> "—>I MOT 029082 VKMA 05214 1.5 60k 20 27 

"I—>MOT 029083 VKMA 05215 1.5 120k 20 27 

1998cc C20NE 93-95 belt 146x20 VKMA 05402 1.8 60k 13 18 

1998cc 20XE/C20XE 89-92 belt 141x24 VKMA 05211 1.3 105k 16 22 

93-95 belt 176x24 VKMA 05220 1.1 60k 16 22 

1998cc C20SEL/X20XEV 95 –> belt 169x24 VKMA 05222 1 60k 16 22 

2500cc V6 C25XE/X25XE 93-99 "—>I CH W7154528 VKMA 05500 2.5 60k 20 27 

PEUGEOT 

106/206 954cc/1124cc TU9/TU1 92 –> VKMA 03100 1.8 120k 11 15 

1360cc TU3 92 –> belt 108x19 VKMA 03100 1.8 120k 11 15 

belt 101x17 VKMA 03110 1.8 120k 11 15 

106 1527cc Diesel TUD5 95 –> VKMA 03121 2.2 120k 17 23 

205 954cc/1124cc TU9/TU1 92 –> VKMA 03100 1.6 120k 11 15 

1769cc Diesel XUD7 83-12/93 VKMA 03240 3.8 120k 17 23 

01/94-97 VKMA 03241 3.8 120k 17 23 

306 1360cc TU3 93 –> VKMA 03110 1.9 120k 11 15 

1587cc TU5 93 –> VKMA 03111 1.8 120k 11 15 

1868cc Diesel DW8 98-99 VKMA 03244 3.8 120k 17 23 

1905ccT/D XUD9/T 93-12/93 VKMA 03240 5.3 120k 17 23 

01/94 –> VKMA 03241 4.8 120k 17 23 

405 1580cc/1905cc XU5/XU9 87-01/92 VKMA 03200 2.9 120k 11 15 

02/92-96 VKMA 03201 3.5 120k 11 15 

1905cc XU9J4 88-92 VKMA 03210 3.5 120k 17 23 

1769cc/1905cc Diesel XUD7 / XUD9/T 88-12/93 VKMA 03240 3.8 120k 17 23 

01/94-96 VKMA 03241 3.9 120k 17 23 

1998cc 16 vv XU10/J4 92-95 VKMA 03211 3.7 120k 21 28 

406 1761 cc XU7JP4 96-01 automatic tensioner VKMA 03214 3 120k 17 23 

1997cc HDI (90/110CV) DW10 99 –> VKMA 03246 4.5 160k 17 23 

2138cc T/D XUD11BT 96 –> VKMA 03251 4.2 120k 17 23 

X17TD 92-8/94 VKMA 05213 2.8 120k 20 27 

9/94-98 "—>I MOT 029078 VKMA 05214 2.8 60k 20 27 

9/94-99 "I—>MOT029079 VKMA 05215 2.8 120k 20 27 










RENAULT 

CLIO 1149cc D7F 90-99 VKMA 06010 2.1 120k 11 15 

1171cc E5F/E7F 90-02/98 VKMA 06000 2.3 120k 11 15 

1390cc E6J/E7J 90-02/98 VKMA 06000 2.3 120k 11 15 

03/98-99 VKMA 06001 3 120k 11 15 

ESPACE 2068cc J8S 85-01/95 VKMA 06211 3 112k 17 23 

02/95-97 VKMA 06213 4 112k 17 23 

2188cc T/D G8T 96-99 VKMA 06501 4.4 120k 17 23 

LAGUNA 1794cc F3P 94-99 VKMA 06101 3.6 120k 13 17 

1998cc F3R 94-99 VKMA 06103 3.6 120k 13 17 

98-99 "+ pulley toothed VKMA 06123 3.6 120k 13 17 

2188cc T/D G8T 95-11/95 VKMA 06500 4.4 120k 17 23 

11/95-99 VKMA 06501 4.4 120k 17 23 

MEGANE/SCENIC 1390cc E7J 96-99 belt 95x17 VKMA 06000 2.1 120k 11 15 

98-99 belt 96x17 VKMA 06001 2.1 120k 11 15 

1598cc K7M 96-99 belt 95x17 VKMA 06000 2.1 120k 11 15 

96-99 belt 96x17 VKMA 06001 2.1 120k 11 15 

1870cc F8Q 10/96-99 VKMA 06124 4 120k 17 23 

1870cc Diesel F9Q 98-99 VKMA 06125 4 75k 17 24 

1998cc F3R 97-99 VKMA 06123 4 120k 13 17 

R 19 1390cc E6J/E7J 89-96 VKMA 06000 2.3 120k 11 15 

1721cc F2N/F3N 89-96 VKMA 06101 2.3 120k 13 17 

R 21 1995cc J7R 86-90 VKMA 06206 2.5 120k 13 17 

90-93 VKMA 06207 2.5 120k 13 17 

TWINGO 1149cc D7F 93-99 VKMA 06010 1.9 120k 11 15 

ROVER 

200 /400 series 1396cc 16vv 14K4 (DOHC) 10/89 –> belt 264x23 VKMA 07310 2.5 160k 15 21 

1590cc 16vv D16A(SOHC) 10/89-95 VKMA 93001 3.45 100k 16 22 

D16A(DOHC) 10/89-95 VKMA 93002 3.15 100k 16 22 

1769cc TD 8A8/D9B 83-12/93 VKMA 03240 4.05 120k 17 23 

01/94 –> VKMA 03241 4.05 120k 17 23 

SEAT 

CORDOBA 1781cc ABS 93 –> VKMA 01000 1.4 120k 15 20 

IBIZA 1193cc/1461cc 84-92 VKMA 02700 1.3 100k 13 17 

TOLEDO 1896cc TD AAZ 93-96 "—>I MOT 552764 VKMA 01011 1.8 120k 21 28 

93-06/96 I—>MOT 552765 VKMA 01013 1.8 120k 21 28 

07/96-08/97 VKMA 01013 1.8 120k 21 28 

SUZUKI 

CULTUS 1298cc G13B 92 –> VKMA 96200 1.9 100k 17 23 

SWIFT 1298cc G13 SOHC 8/84-96 VKMA 96202 1.9 100k 15 21 

VITARA 1598cc G16 88-04/96 VKMA 96204 2.4 100k 13 17 

91-04/96 VKMA 96002 2.4 100k 17 23 




TOYOTA 

CARINA II 1587cc 4A-F/FE 12/87-04/92 VKMA 91702 2 100k 15 21 

1974cc Diesel 1C/2C 04/82-02/95 VKMA 91100 1.8 100k 17 23 

CARINA E 1587cc 4A-FE 02/92-05/95 VKMA 91005 2.3 100k 14 19 

1974cc Diesel 2C 02/92-10/97 VKMA 91100 2.3 100k 17 23 

COROLLA 1295cc 2E-L 04/86-92 VKMA 91201 1.3 100k 16 22 

1332cc 4E-FE 05/95 –> VKMA 91400 2 100k 17 24 

1587cc 4A-FE 09/93 –> VKMA 91005 2 100k 14 19 

1839cc/1974cc Diesel 1C/2C 05/83-09/93 VKMA 91100 2.2 100k 17 23 

STARLET 999cc 1E/1E-L 04/86-03/95 VKMA 91205 1.7 100k 16 22 

1295cc 2E 12/89 –> VKMA 91201 1.9 100k 16 22 

VOLKSWAGEN 

BORA 1598cc AEH/AKL 99 –> VKMA 01113 2.6 100k 15 21 

GOLF 1272cc 79-89 with w/pump VKMC 01100 0.9 120k 15 21 

1390cc AHW/AKQ 10/97 –> "—>mot 242000 VKMA 01120 2 100k 13 18 

1702cc/1781cc 82-94 VKMA 01000 0.65 120k 15 20 

1896cc TD AAZ 92-05/94 "—>I MOT 552764 VKMA 01011 2 90k 21 28 

06/94-99 "I—> MOT 552765 VKMA 01013 2 90k 21 28 

1896cc TDI AGR/AHF/ALH 98-01 VKMA 01131 3 60k 21 28 

SHARAN 1896cc TDI 1Z/AFN/AHU 09/95 –> VKMA 01014 3 90k 21 28 

PASSAT 1595cc 05/73-93 belt 121x18 VKMA 01000 1.5 120k 15 20 

1781cc 82-96 belt 121x18 VKMA 01000 1.5 120k 15 20 

1781cc ADR/ANB/APT/APU/ARG 10/96-01 belt 152x25 VKMA 01004 2.5 180k 17 23 

with hyd/piston+belt 153x25 VKMC 01008 2.5 180k 17 23 

1896cc TDI AFN/AHU 10/96-08/98 VKMA 01014 3 90k 21 28 

2496cc TDI AFB/AKN 08/98-01 with hyd/piston VKMC 01150 3.3 120k 20+26 27+35 

POLO 1043cc 82-94 with w/pump+belt 108x19 VKMC 01100 1.9 120k 15 21 

91-94 with w/pump+belt 128x19 VKMC 01103 1.9 120k 13 17 

10/94-06/96 belt 132x19 VKMA 01105 1.3 120k 13 17 

1272cc 75-94 with w/pump+belt 108x19 VKMC 01100 1.9 120k 15 21 

91-94 with w/pump+belt 128x19 VKMC 01103 1.3 120k 13 17 

VENTO 1781cc ABS/ADZ 93-99 belt 121x18 VKMA 01000 1.6 120k 15 20 

VOLVO 

740/760 2316cc B23/B230 83-92 VKMA 06300 1.6 80k 15 21 

740/760 2383cc T/D D24/TIC 83-90 VKMA 01040 2.2 120k 20 27 

with w/pump VKMC 01040 2.4 120k 20 27 

940/960 2316cc B230 91-92 VKMA 06300 1.4 80k 15 21 

93-96 VKMA 06301 1.4 80k 13 17 

S40 1587/1731/1855cc 96-97 belt 148X23 VKMA 06602 3 120k 15 21 

S70 1984/2318/2435cc 97-98 "—>I mot 1266127 VKMA 06602 1.7 120k 15 21 



Trouble shooting and failure analysis 

Symptom/Appearance Probable Cause Corrective Action 

The plastic idler pulley appears to be worn 1) Extreme environmental wear. Replace. 

on belt tracking area. 

(i.e., heat, water, stones). 

On plastic idlers, pulley has a chip in it. 1) Stone damage. Replace only if 

2) Faulty installation practices. chip is in belt 

tracking area. 

Tensioner bearing has been marred in belt 1) Stone damage. Replace only if 

tracking area. 2) Faulty installation practices. deformation is in 

belt tracking area. 

Tensioner bearing shows signs of corrosion. 1) Coating on pulley has worn off. Replace. 

2) NOTE: it is normal for coating 

to wear off belt tracking area. 

Bearing has excessive wobble (free rock) 1) Bearing failure. Replace. 

2) Excessive load on pulley. 

3) Belt is not tracking properly 

over pulley 

Bearing Appearance Probable Cause Corrective Action 

Grease appears to be leaking out 1) Seal degradation. Replace. 

of the bearing. 

2) Excessive radial internal clearance 

in bearing. 

Bearing seal is missing or damaged. 1) Worn pulley. Replace. 

2) Environmental damage 


Bearing seal looks damaged. 1) Faulty installation practices. Replace. 

2) Environmental damage 


Loose, Sticking or Seized Pulley Probable Cause Corrective Action 

Tensioner bearing is seized and will not 1) Bearing is damaged. Replace. 

rotate freely. 

Tensioner bearing does not rotate smoothly 1) Radial internal clearance in bearing Replace. 

or had a sticky feel to it when spun. 

is too low. 

2) Bearing fit in pulley is tight 

Pulley and bearing have relative motion. 1) This signifies that bearing is Replace. 

not being constrained. 

Normal load 

Normal loading direction during 

correct eccentric rotation 

(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. 

Abnormal load 

Abnormal loading direction 

during wrong eccentric rotation 

Crack 

Noise Probable Cause Corrective Action 

Bearing makes a high pitched whine or 1) Worn bearing. Replace. 

hooting noise after the engine is started. 2) Bearing fit is incorrect. 

Noise lasts up to three minutes. 

Bearing makes a high pitched whine 1) Bearing is not functioning properly. Replace. 

or operation 

During normal 

operation, bearing 

is very quiet. 

Bearing assembly rattle when shaken. 1) Bearing cage is broken. Replace. 

2) Balls in bearing are loose. 

3) Bearing is void of lubricant. 

Tracking Probable Cause Corrective Action 

Belt does not track properly on idler belt 1) Bearing is not fixed to the correct Replace. 

tracking surface. 

depth in pulley. 

2) Belt tracking surface is not square to 

bearing mounting surface. 

3) Pulley tracking surface is tapered. 

(Crowning or bowing of belt tracking 

surface is sometimes intentional). 

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 



Significant traces on the plastic pulleys 

of impact damages by foreign objects. 

Lorem ipsum dolor sit amet, consect 

etuer adipiscing elit, sed diam nonummy 



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 2 

1 

Torn or broken belt with ragged, jagged cord 

Probable cause: Excessive fitting tension. 

2 

3 

Belt exhibits tooth shear 

Probable cause: Insufficient belt tension. 

Completely detached or worn teeth 

Probable cause: Either excessive or insufficient belt tension 

3 4 

4 

Hollowed teeth 

Probable cause: Insufficient belt tension 

5 

6 

Back of belt is cracked 

Probable cause: Incorrect temperature 

Land wear 

Probable cause: Excessive belt tension 

5 6 

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 

7 

8 

9 

Excessive noise 

Probable cause: Incorrect tension 

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 

Chord ripping 

Flank wear 

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. 

Belt tension 

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 

Timing Belt Tensioner Procedure 

Renault G8T 2.2L 

Diesel engine 

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). 

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 

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). 

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. 

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). 

the sprockets. Generally cam & 

crankshaft sprockets have to line up 

with equivalent markings on the 

8. Rotate the crankshaft two (2) 

engine block to indicate TDC. 

complete revolutions manually for 

Initial Setup of the TBT 

(Timing Belt Tensioner) 

proper seating of the belt until the 

crankshaft is repositioned at the 

TDC position. 

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. 

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 

1.Allow the engine and tensioner to 

stabilize to the same relative ambient 

temperature before installing a 

tensioner for proper belt tension 

adjustment. Do not attempt to install 

a cool tensioner onto a hot engine or 

vise versa. 

2. Rotate both the crankshaft and 

camshaft CLOCKWISE to TDC 

(Top Dead Center) position (i.e. #1 

cylinder firing position) and remove 

the timing belt. This defined position 

is to be the position where there 

is no action (positive or negative) 

from the camshaft or other 

sprockets. One should find no 

sudden movement or abrupt action 

from either of the sprockets. 

Generally cam & crankshaft 

sprockets have to line up with 

equivalent markings on the engine 

block to indicate TDC. 

Initial Setup of the TBT 

(Timing Belt Tensioner) 

3. Place a new tensioner onto the 

engine. Tensioner’s Anti-Rotation 

Fingers should fit over the Guiding 

Nut on the engine. 

4. Rotate the Installation Shaft Washer 

until the Hex Hole is pointing at 

the “5 O’clock position” then hand 

tighten the M8 Mounting Bolt 

(See Figure 1). 

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). 

(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 


Fig. 3 

7. Continue rotating the Installation 

Shaft Washer until the Arm Pointer 

is positioned within the Nominal 

Position Window on the base plate, 

then lock the tensioner in this 

position by tightening the Mounting 

Nut with 19±3 Nm of torque 


Verification of the Nominal Position 

8. Remove both the Hex Key and the 

Wrench. Rotate the crankshaft two 

(2) complete revolutions manually 

for proper seating of the belt until 

the crankshaft is repositioned at the 

TDC position. 

Note: Repositioning the crankshaft to 

the TDC position must be done only 

during the clockwise rotation. 

9. Check the position of the Arm Pointer. 

– If the Arm Pointer still remains within 

the Nominal Position Window, the 

installation is complete. 

– If not, go to step #10. The installation 

needs to be repeated until the proper 

position is achieved. 

Readjustment 

10. Engage the Hex Key and retain 

it’s position while loosening the 

Mounting Bolt with the Wrench. 

The Mounting Bolt and the 

Tensioner do not need to be 

removed. Rotate the Installation 

Shaft Washer counterclockwise with 

the Hex Key until the Arm Pointer 

returns to the Free-Arm Position 

(See Figure 1). Follow step #5~9. 

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. 

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 

• Disconnect the battery leads. 

• Put the handbrake on. 

Technical Tips 

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. 

• 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 

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

great potential for error – out of timing belt replacement. 

Developed by SKF research engineers, the SKF TensiCheck saves time 

during installation and minimizes the danger of improper belt tensioning 

and possible engine damage. 

With its compact carrying case and multi-lingual instructions, the 

SKF TensiCheck is handy and easy to use by anyone on the shop 

floor. With the savings in time over trial and error methods, and 

the elimination of call–backs and unhappy customers, SKF 

TensiCheck is a cost-effective investment for your garage. 

Key features include: 

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

• Microprocessor programmed for belts on most vehicles. 

• Simple design and universal graphics cross language barriers. 

• Works on both timing belts and multi-V belts specifically found in SKF kits. 

• Unlike competitive units, the SKF TensiCheck requires no calibration. 

• Mounts on the outside of the belt for easier installation — competitive types 

need to be mounted on the back side of the belt. 

• Sensors show “overload” or “underload” conditions as well as battery charge. 

• Standard 9V battery powers the SKF TensiCheck for up to 

25 hours or longer depending on use. 

The SKF TensiCheck 

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. 

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. 


4 

5 


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 

3 

right part of the screen. 

1 

2 

10 

6 

7 8 9 

11 

mm / U daN 

Having completed the correct belt and tensioner replacement procedure. 

1. Before starting mesurement of a belt’s tension, turn the crankshaft two 

revolutions and set it to the point where all the timing marks are aligned. 

2. Press the red button to switch the SKF TensiCheck on. 



3. Select the belt characteristics using the following grey buttons. 

Timing belt (top grey button) 

4. Belt material HSN or XS / non HSN or non XS 

(second from the top grey button). 

5. Tooth profile curvilinear / trapezoidal (third from the top grey button). 

6. Width (mm) of the belt (up and down grey buttons at the bottom): 

The width will be displayed at the leftside of the screen. 

Note 1: the width and the material of timing belts are usually indicated 

on the back of the belt: 

41121x18 means 18 mm width and non HSN or XS material, 

58113x1’’ HSN means 25.4 mm width and HSN material. 

Note 2 : 1’’1/4 = 32 mm 1’’ = 25.4 mm 3/4’’ = 19 mm 1/2’’ = 12.7 mm. 

Auxiliary belt (top grey button). 

Number of V (up and down grey buttons at the bottom) : 

The number of V will be displayed at the left side of the screen. 

7,8. Install the mechanical grip on the belt. 

9.The mechanical grip must be placed at right angles to the belt with 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). 



10. Press the green start button. 

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. 

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. 

CAUTION: 

• IMPORTANT: the belt tension must be set by progressively increasing the 

belt load. Thus it is important for the adjustment of the belt tension to slacken 

it completely and then restart to tension it. 

• If the SKF TensiCheck beeps : the load applied on the mechanical grip is 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 

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 

COMING 

SOON! 

• SKF Aquamax and other 

water pumps 

• Suspension kits 

• Wheel bearing kits 

• Clutch release bearings 

• Multi-V belt kits 

• Timing belt kits 

• SKF TensiCheck 

(belt tension tester) 

• Belt tensioner pulleys 

• SKF IRIS (Integrated Repair 

Information System) 

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

Timing Belt and Multi-V Belt Kits

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