Power Transmission Group

Our Drive Your Success

Technical Info
TI 1-25
Vehicle type Engine Page
Audi A4, 1.8 20V 4
2.5 TDI V6 9
2.4 / 2.5 TDI 5 cyl. 16
1.4 16V 18
1.9 TDI 21
Chevrolet 1.4 16 V, 1.5 16V, 1.6 16V 24
Daewoo 1.4 16 V, 1.5 16V, 1.6 16V 24
Daihatsu Cuore 13
Fiat Punto engine 188 A4 3
Ford 2.5 Diesel 5
1.8 Diesel 6
1.25 16V / 1.4 16V / 1.6 16V, 14
Various models from 4/97
GM 1.7 DTI up to engine numbe: 328703 22
Jeep Cherokee 7
Mitsubishi 1.8 GDI 12
Nissan 1.5 dCi 15
Opel 1.6 / 1.8 16V 10
1.7 DTI up to engine number: 328703 22
1.4 / 1.6 / 1.8 /2.0 16V 23
Renault 1.2 16V 2
Master, Trafic 7
1.4/ 1.6 16V 8
1.5 dCi 15
Roover / MG alle 2.0 / 2.5 V6 17
Scoda 1.4 16V 18
2.5 TDI 5 Zyl. 19
1.9 TDI 21
Seat 1.4 16V 18
1.9 TDI 21
Suzuki 1.5 DDIS 15
Volvo V40 / S 40 1.8 12
VW 2.5 TDI V6 9 + 19
1.9 TDI 21
BTT Hz. (frequency metering) Punto Motor 188 A4 3
Kit Page
CT 522 K4 in CT 522 7
CT 604 K1, CT 684 K1, CT 711 K1,CT 840 K1/K2, CT 935 K1/K2, 25
CT 940 K1/K2 , CT 949 K1
CT 817 Timing Belt 13
CT 870 K1, CT 873 K1, CT 975 K3 23
CT 881 K2 14
CT 887 K1 24
CT 919 K4 / K5 4
CT 939 K1-5 16
CT 939 K2 / K3 19
CT 941 K1 12
CT 946 K2 in Kit CT 1044 K1 11
CT 957 K1 / K2 18
CT 975 K1 in CT 975 K3 10
CT 983 K1 / K2 6
CT 984 K2 and CT 1015 K2 9
CT 1014 K3 22
CT 1014 K2 / K3 / K5 26
CT 1035 K1/ CT 1035 K2 15
CT 1038 K1, CT 1034 K1, CT 986 K1 and CT 731 K1 20
CT 1044 K1 21
CT 1045 K1 2
CT 1055 / CT 1054 5
CT 1096 K1 17
Installation Tips Changing Timing Belts
VW-Scirocco, Golf V, VI, Plus, Jetta III, 28
ab Modelljahr 2008, Motorcode: CBDB
As an example Renault Clio II 1.6 16V 36
Motorcode K4M 748
As an example Opel 1.8i 16V C 18 XE 46
As an Audi A4, A6, A8, VW Passat 2.8 30V 54
Installation of the timing belt kit CT 1045 K1
for Renault 1.2 16 V
Defect pattern:
The tensioner pulley collapses after a short
running time and possibly has a separate
barrel jacket from the bearing core.
The barrel jacket has mostly strong traces of
rubbing. The back of the timing belt is often
considerably damaged, and sometimes even
completely worn due to heat application.
Cause of error:
Due to the eccentric being rotated in the
wrong direction, the tensioner pulley reaches
an impermissible position and makes contact
with a protruding edge in the motor pinion.
The tensioner pulley is thereby completely or
partially mechanically blocked and the belt
which continues to turn is overheated on the
barrel jacket. The level of damage depends
on the running time..
Error elimination:
Always install the timing belt exactly accor-
ding to the manufacturers instructions and in
particular, comply with the rotational direction
of the eccentric for tensioning. (anti-clock-
wise here) Otherwise the tensioner pulley
can come into contact with a protruding
edge and short-term failure is very likely.
2
Setting Fiat timing belt tension with the new
BTT Hz - Example:
Punto 188 A.4 engine. (frequency metering)
Problem:
The tension setting as the cutoff voltage (T2)
for the BTT Hz is specified as 150 - 160 HZ
in the manual. Subjective measurement
results in the timing belt being tensioned too
high.
Cause of error:
The manufacturer's nominal setting with a
frequency metering device, applicable since
the 2003 model year, is determined by
adding 2 measurements. The measured
value of the green arrow at the left of the
image has to be added. Older models can
also be set using the BTT Hz.
Procedure:
Pretension the timing belt using a torque
wrench with 7 Nm at the tensioner pulley,
then secure the tensioner pulley. Perform 2
engine revolutions, then add the measuring
results of both points. The total value should
be 160 Hz.
Alternatively a setting of 125 Hz only
above the water pump is also possible.
3
T1 revolution T2
Installation of the drive belt kit CT 919 K1 / K3 /
K4 / K5 for an Audi A4, 1.8 20V
(refitting on the hydrospanner of vehicles built before 1998)
Defect pattern:
The belt drive makes noises after operating
for a short time.
Cause of error:
The newly installed tension roller is not the
correct distance from the engine and allows
the belt to rub at the side on the inner flan-
ged wheel. (set back)
Error elimination:
When refitting vehicles built before and
during 1998, the old version stud bolt (1)
must be removed. The new version is
then screwed into the same hole with a
pre-mounted spacer (2). The problem
here is that the manufacturer has two!!
Different thicknesses of spacer (3.1)+(3.2)
which define the distance from the roller to
the engine. Despite the Vehicle Identification
No. delimitation (prod. month: 01/96) it is still
not absolutely unequivocal which kit must be
used since the stated Vehicle Identification
No. can deviate from this. One should always
check whether the replaced tension roller is
mounted aligned in the belt drive. There will
definitely be noises produced otherwise or
even grave damage to the engine.
The version to be replaced (1)
New tension roller engineering
(3.1) (3.2) (2)
4
Modification to the tensioning technology in the
Ford 2.5 diesel (CT 1055 / CT 1054)
Problem:
The idler pulley included in the kit for the type
delivered is different to the one installed in
the vehicle.
Cause:
According to Ford, the new type of tension
pulley has to be installed in all 2.5 diesel
engine models 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.
Solution:
The new type is a semi-automatic tension
pulley which is installed centrally in place of
the manual tensioner. Following installation of
the timing belt, as normal, the tension is
adjusted on the disc on the front by turning it
in the direction of the arrow using an Allen
key. Please note, the semicircular dot
marking must be correctly aligned with the
bottom edge (1) of the recess.
Type to be replaced
New tension pulley technology
Target tension (1)
5
Retooling the tensioning technology
in the Ford 1.8 diesel (CT 983 K1/K2)
Problem:
The tensioner pulley in the kit is designed
technically differently from how it is installed
at the factory.
Cause:
According to Ford, the new type of tension
pulley has to be installed in all 1.8 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.
Solution:
The new type is a semi-automatic tension
pulley which is installed centrally in place of
the manual tensioner (50 Nm). Following
installation of the timing belt, as normal, the
tension is adjusted on the disc on the front
by turning it in the imprinted direction of the
arrow using an Allen key. Make sure that the
recess is opposite the stop lug in approx.
3:00 position.
6
Type to be replaced
New tension pulley technology
Nominal tension
Change of CT 522 K4 tension pulley in CT 522 K1
Renault Master, Trafic and Jeep Cherokee
Problem:
The idler pulley included in the kit for the type
delivered is different to the one installed in
the vehicle.
Cause:
According to Ford, the new type of tension
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. Given the fact that the structure has
been changed, clarification is required on
how to install or position this correctly.
Solution:
The new type is also a manual tension pulley
which is installed in place of the previous ten-
sioner. After the timing belt has been instal-
led, the accompanying pulley is placed on
the retaining plate and screwed on together.
The spring with sleeve is no longer used. (not
depicted) Tension is then adjusted as per
instructions.
(e.g.: Conti BTT: 104 Hz +/- 5)
7
Type to be replaced
New tension roller with plate
Retrofitting of the V-ribbed belts
on Renault 1.4 /1.6 16 V engines with K4J / K4M
air conditioning
Problem:
The belt is very noisy, wears quickly and
exhibits signs of abrasion. Because of the
sideways oscillation, the tensile member,
including the ribs, might rip out of the belt.
If a timing belt starts slipping as a result, this
can, in turn, lead to serious engine damage.
Cause:
The V-ribbed belt on older vehicles has six
ribs (6 PK 1748). The new belt has only five
ribs (5 PK1750) to set the belt off from the
engines more. According to Renault, this new
belt should generally be installed.
Solution:
The new 5-rib belt is placed only on the outer
grooves of all belt pulleys; the inside groove
remains free on all pulleys. In this connection,
the generators overrunning clutch should be
checked to make sure that it is functioning
perfectly and the hydraulic steering pump
checked for axial clearance. (Misalignment!).
Before mounting the belt, remove any
abrasion from the grooved pulley using a wire
brush.
8
Type to be replaced
Mounting instructions for CT 984 K2
and CT 1015 K2, e.g. Audi, VW 2.5 TDI V6
Problem:
The tension lever chafes against the tensio-
ning pulley. (Fig. 1) This can result in serious
damage to the engine.
Cause:
Due to improper positioning during installati-
on (Fig. 2), the tensioning lever comes into
contact with the barrel jacket after the parts
have been in operation only briefly. By way of
illustration, the side facing the engine is
shown here. (It is otherwise not visible.)
Solution:
Carefully check the position of the tensioning
lever on the check stud. Only the lever con-
tact surface shown here (Fig. 3) must be
allowed to make contact with the catch. This
ensures the jacket barrel's freedom of move-
ment.
9
Fig. 1
Fig. 2
Fig. 3
Change of idler pulley
CT 975 K1 to CT 975 K3 - Opel 1.6 / 1.8 16 V
Problem:
The idler pulley included in the kit for the type
delivered is different to the one installed in
the vehicle.
Cause:
According to the manufacturer, the new
pulley with plastic barrel jacket (55373) must
be intalled when the belt is changed instead
of the previous metal version (55333).
Solution:
The new pulley is now equipped with a
pre-mounted bolt and can used directly.
10
Pulley to be replaced
New idler roller
Replacement of Timing Belt Kit
CT 946 K2 with Kit CT 1044 K1
Problem:
The belt supplied with CT 1044 K1 is diffe-
rent in terms of appearance and number
identification from the CT 946 belt installed
so far. (Fig. 1)
Cause:
The CT 1044 is reinforced with additional belt
back fabric and can also be used for the
older TDI engines. (Fig. 2)
Solution:
Kit CT 946 K2 is no longer available and has
been replaced by CT 1044 K1.
The distinguishing engine number is thus
omitted.
11
Fig. 1
CT 943
Fig. 2 CT 1044
with belt back fabric
Failure of the idler pulley from CT 941K1 due to
overheating
Mitsubishi 1.8 GDI, Volvo V40/ S40 1.8
Problem:
Shortly after the kit has been installed, the
idler pulley fails due to degradation/overhea-
ting. (Fig.1)
Cause:
Blockage of the tension pulley. This causes
the belt that transmits heat to the idler pulley
to overheat. As a result, the plastic cage of
the bearing melts, causing the roller to fail.
The blockage of the tension pulley occurs
when the roller rubs against the assembly
stand. (Fig. 2)
Solution:
The tension pulley must absolutely be
clamped counterclockwise when an eccentric
is used for clamping. The roller must be able
to move freely on the assembly stand.
The tightening torque of 48 Nm on the fixing
screw must be observed.
12
Fig. 2
Tension pulley inside mech.
blocked
Fig. 1
Disassembled idler pulley
Timing belt CT 817
Daihatsu Cuore, all model years
Problem:
The belt is frayed on the sides and has the
looks of sloppy work
Cause:
The CT817's tensile member is Kevlar.
For technical reasons, the edges appear as
in Fig. 1 after being cut.
Solution:
There is no cause for concern in using the
belts. No material flaw is involved here.
13
Fig. 1
Edges of the CT 817
Fig. 2
Conventional timing belt
Timing belt CT 881 K2 by the example of Ford
1.25 16V/ 1.4 16 V / 1.6 16 V Various models
from 4/97
Problem:
The tension pulley delivered in the kit is
designed differently from the pulley previously
installed in the vehicle. (Eccentric adjustment
up to pointer alignment using an allen key)
Cause:
According to the manufacturer, the new
version must be installed instead of the
previous one when belts are changed.
Solution:
The new pulley is now equipped with a
pre-mounted cotter pin and can be installed
directly. After all components have been
installed, the safety cotter pin is just pulled
and the tension is set automatically.
14
Previous pulley design
New design
Changes to the CT 1035 K1 / CT 1035 K2 tension
pulley Renault 1.5 dCi, Nissan 1.5 dCi,
Suzuki 1.5 DDIS
Problem:
The tension pulley supplied in the kit is desi-
gned differently from the pulley previously
installed in the vehicle. (Fig.1)
Cause:
There is an alternative design (Fig. 2). This is
supplied with the same screw and can be
installed according to the vehicle manufactu-
rer's specifications.
Solution:
Despite its different design, the tension pulley
can be used for all the vehicles specified in
the catalog.
15
Fig. 1
Previous design
Fig. 2
Alternative design
Comparison of base plates
Timing belt kit CT 939 K1- 5 based on example:
VW / Audi 2.4/ 2.5 TDI 5 cyl.
Problem:
A cast part has broken off the tension roller
or the spring is broken.
The belt jumped over it and the tension
roller does not work. (Fig.1)
Cause:
The tension roller is obviously contaminated
with oil. The Teflon-coated friction pulley does
not work. (Fig. 2 / Fig. 3)
Solution:
The oil contamination caused the failure of
the roller (excessive oscillation of the spring).
It must always be checked to ensure that the
shaft sealing rings on the crankshaft/cams-
haft function properly. If required they must
be replaced.
16
Fig. 1
Fig. 2
Fig. 3
CT 1096 K1 timing belt kit taking as an example:
Rover / MG all 2.0 / 2.5 V6
Problem:
The tension roller (Fig. 1) twists on the base
frame during operation. During further opera-
tion, the running surface starts to contact the
base frame and becomes blocked. (Fig. 2)
> The motor can be damaged!
Cause:
You must ensure that the roller is only pre-
mounted to the base frame with 10 Nm.
Solution:
After the timing belt has been
installed and adjusted,
the roller must be finally fixed
by tightening the mounting
bolt with 40 -50 Nm.
17
Fig. 1
Fig. 2
Fig. 3
Mounting instructions for the
timing belt kit CT 957 K1 / K2:
e.g. Audi / Scoda / Seat 1.4 16V
Defect pattern:
The timing belt lost a great deal of its width,
and tore as a result (Fig. 1)
Cause of error:
The timing belt shifted to the side due to a
crooked tension roller (Fig. 2).
Error elimination:
When the tension roller is installed, it is
necessary to make sure that the arrester is
latched properly in the core hole cover. When
the belt drive is rotated twice, be certain to
check that the belt is aligned (Fig. 3).
18
Fig. 1
Fig. 2
Fig. 3
CT 939 K2/K3 timing belt kit, used for example in:
VW / Audi 2.5 TDI 5 cyl.
Problem:
In accordance with the updated equipment
status, the timing belt kit contains a thin was-
her (diamond-coated) that was not previously
installed in the vehicle.
Solution:
According to the VW / Audi catalog, this
special washer (4) is to be installed between
the crankshaft drive wheel (3) and the
torsional vibration damper (5). This is
intended to improve the co-efficient of
friction.
19
Fig. 1
Washer
Fig. 2
Installed position
Correct Tension Pulley Installation for Kits
CT 1038 K1, CT 1034 K1, CT 986 K1 and
CT 731 K1
Problem:
The tension pulley supplied with the kit
breaks apart after a short period of
operation, normally resulting in damage to
the engine.
Cause:
This is due to faulty alignment of the belt
drive. The tension pulley is subjected to
off-center loading and fails after a short
running time.
Solution:
To ensure correct belt alignment, it is vital
that the tension pulley holder is cleaned
thoroughly, and that you subsequently check
that the entire surface of the pulley is properly
seated on the guide pin.
20
Disassembled bearing
Intact pulley
Guide pin of the tension pulley
retaining plate
Mounting Instructions for the
CT 1044 K1 Timing Belt Kit
For example, Audi / VW / Skoda / Seat 1.9 TD
Type of failure:
The large idler pulley breaks away following a
short period of operation due to bearing
blockage. This can lead to engine damage
(Fig. 1).
Cause of failure:
Owing to insufficient tension, the back of the
timing belt becomes heated up on the two
stabilizing rollers (Fig. 2).
Remedial action:
When adjusting timing belt tension, it is vital
that the correct position of the marking on
the tensioner pulley is checked again, even
once the drive has been rotated several
times. Care must be taken to make sure
there is sufficient friction force at the small
stabilizing rollers so that they are also driven
without any slippage occurring (Fig. 3).
21
Fig. 1
Fig. 2
Fig. 3
CT 1014 K3 retrofitting kit for diverse
Opel/ GM 1.7 DTI (up to engine number 328703)
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.
Cause:
According to "Opel TIS", the old, mechanical
idler pulley from CT 1014 K1 can no longer
be used. Across the board the new type is
being installed instead (as is the case ex
works as of engine number 328704).
Solution:
To mount the new pulley, an enclosed stay
bolt has to be screwed in to the right of the
injection pump wheel. This now serves as the
catch for the modified pulley spring. The old
engine support bracket must also be repla-
ced with the likewise enclosed new type.
This is necessary because with the new
pulley there is no longer any base plate,
which also previously served as spacer plate
for the engine retainer. Screws should be
tightened to a torque of: 49 Nm
22
old idler pulley from CT 1014 k1
new idler pulley
from CT 1014 K3
engine support bracket
Installation tips for tension pulleys:
CT 870 K1, CT 873 K1, CT 975 K3
Opel 1.4 / 1.6 / 1.8 /2.0 16V
Problem:
The tension pulley makes noises after opera-
ting 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 tension pulley
no longer points to the mark and hits on the
cold stop after each combustion cycle
(noises).
Solution:
Opel/GM specifies a special process for
setting the tension when a timing belt is
changed: When tensioning, the adjusting
cam is to be turned counterclockwise
(to the left). The timing belt drive must be
rotated 2x by hand with fully tensioned tensi-
on pulley. Only after this has been done is
the tension to be set by turning the cam to
the right to the new mark. This must be
done to ensure that the timing belt is "set".
23
Pointer position too low
Full stop setting
Final setting
Tension pulley installation:
CT 887 K1 for Daewoo and Chevrolet
1.4 16 V, 1.5 16V, 1.6 16V
Problem:
The pointer on the tension pulley breaks off
during installation and could severely damage
the belt.
Cause:
There are two possible reasons for this:
1. Failure to loosen the water pump and to
use it for adjusting the tension as descri
bed in the instructions.
2. During the specified two-fold rotation of
the engine at increased tension (hole
marking on the baseplate) the limit stop is
subjected to excessive load and the
movable pointer breaks off.
Solution:
1. Make sure that the water pump is
loosened, then turned using the
corresponding tool OE (J-4249 2) and
finally tightened again to 8 Nm.
2. The tongue of the pointer must be
adjusted to ensure that it bears no load at
any time. After turning the engine twice,
both pointers must be perfectly aligned
with one another.
24
Installation of the tension pulley from CT 604 K1, CT
684 K1, CT 711 K1, CT 840 K1/K2, CT 935 K1/K2,
CT 940 K1/K2 , CT 949 K1 for diverse Renaults
Problem:
The tension pulley gets locked after a short
period of operation. The back of the belt
becomes overheated and the idler pulley
suffers thermal damage.
Cause:
During tension pulley installation, attention
was not paid to ensure that the pulley
revolves around its axis properly and/or the
nut is tightened sufficiently. This caused the
pulley to twist under load and the jacket was
blocked on the inside by a bent retaining
plate.
Solution:
1. Care must always be taken to ensure that
the tension pulley is correctly installed on
the mounting surface (lug must be
properly seated in the recess of the
retaining plate).
2. In addition, the specified tightening torque
of 50 Nm must be observed during
installation.
25
New idler in kit
CT 1014 K2 / K5 / K3
for diverse Opel/GM 1.7 D
Problem:
The idler in kit is different from the one
previously installed in vehicles.
Cause:
According to "Opel TIS", the old idler pulley
(Fig. 1) is no longer used. The new type now
being installed (Fig. 2) has a ball bearing with
no flange.
Solution:
Despite its varying design, the new type can
be installed directly instead of the old steel
idler.
26
Fig. 1
Old idler pulley V 55317
Fig. 2
New idler pulley V 55368
Installation Tips Changing Timing Belts
For Model: VW-Scirocco, Golf V, VI, Plus, Jetta III,
From model year 2008, Motorcode: CBDB
Large numbers of the 2.0 l common rail engine with the engine code CBDB 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.
Step by step, the ContiTech expert explains how to replace belts correctly.
The manufacturer recommends that the timing belt and tension pulley be replaced
as follows:
Scirocco: 2009 and older: every 180,000 km
2010 and newer: timing belt and tension pulley every 210,000 km
Golf Plus: Timing belt every 180,000 km
Golf V: Timing belt every 180,000 km
Golf VI: Timing belt and tension pulley every 210,000 km
Jetta III: 2009 and older: every 180,000 km, tension roller every 360,000 km
2010 and newer: timing belt and tension pulley every 210,000 km
The working time is 2.20 hours for all engines
TIP:
When the timing belt is changed, the tension pulley, the idler pulley and the water
pump should be replaced, too.
Fitters require the following special tools for belt changing:
1. Locking pin for camshaft (OE 3359)
2. Locking pin for high-pressure pump gear (OE 3359)
3. Arrester (OE T 10172, OE T 10172/4)
4. Lock ring tool for crankshaft (OE T 10050)
5. Cap wrench (OE T 10264)
6. Locking tool (OE T 10265)
28
29
Safety notes:
Turn the engine in the direction of engine rotation ONLY on the crankshaft gear.
The crankshaft sprocket and camshaft sprocket must never be rotated after the
timing belt has been removed.
q Do not use camshaft locking tool(s) as an arrester when loosening or
tightening the camshaft gear.
q When turning the camshaft, the crankshaft may not be positioned at top
dead center (OT).
q The timing belt may not come in contact with oil or cooling water.
q Adjustment work on the timing belt may be carried out only when
the engine is cold.
q Make a note of the radio code. Disconnect the battery's negative terminal.
q We recommend that, once the timing belt has been removed, it always be
replaced and not reused.
Tightening torques:
Self-locking nuts and bolts should always be replaced.
q Bolt(s) on the camshaft gear (tightening torque central bolt: 100 Nm, gear level 1:
20 Nm, gear level 2: 90)
q Bolt(s) on the high-pressure pump gear (level 1: 20 Nm, level 2: 90)
q Nut(s) of the tension pulley (level 1: 20 Nm, level 2: 45)
q Center timing belt guard (10 Nm)
q Lower timing belt guard (10 Nm)
q Bolt(s) on the vibration damper (level 1: 10 Nm, level 2: 90)
q Idler pulley (50 Nm and turn an additional 90)

Removal:
q Remove engine cover
q Dismantle fuel filter.
q Disconnect the plug on the coolant temperature sensor
q Open clip(s). Remove the upper timing belt guard
q Remove front right wheel-house liner
q Remove drive unit belt
q Remove vibration damper
q Remove the lower timing belt guard
q Remove the center timing belt guard
q Remove coolant pipe(s)
30
Position the engine at top dead center cylinder 1. Note the marking(s)
(fig. 1, no. 1 and fig. 2, nos. 2 and 3). The geared segment on the
timing belt gear of the camshaft must be at the top (fig. 1, no. 1)
Fig. 1
31

Fig. 2
Fig. 3 Fig. 4
Use lock ring tool for cranks-
haft (OE T 10050) (fig. 2, no. 1)
Markings of the crankshaft and
the lock ring tool for cranks-
haft must align
(fig. 2, nos. 2 and 3).
Lock ring tool for crankshaft: Pins must
be positioned flush in the bore hole.
Loosen the bolts on the high-pressure pump gear (fig. 3, no. 2)
Loosen the bolts on the camshaft gear (fig. 4, no. 2)
Use arrester
Use locking pins on the high-pressure pump gear and on the cams-
haft (fig. 3, no. 1 and fig. 4, no. 1).
Loosen the nut of the tension pulley (fig. 5, no. 1 and fig. 6, no. 1)
Using the hex key, turn the eccentric of the tension roller (fig. 5, no. 3 and fig. 6,
no. 2) counterclockwise, until the tension roller can be disconnected with the spe-
cial tool (fig. 5, no. 2).
Cap wrench (OE T 10264)
Locking tool (OE T 10265)
32
Fig. 5 Fig. 6
Using the hex key, turn the tension pulley clockwise (max. load stop, fig. 6, no. 2.
Tighten the nut of the tension pulley slightly (fig. 5, no. 1 and fig. 6, no. 1).
Remove the timing belt from the idler pulley first and then from the gear wheels.
33

Installation:
Adjustment work on the timing belt may be carried out only when the engine is
cold.
Tension pulley: The nose of the base plate must be in the recess (fig. 7, no. 1).
Fig. 7
Check the top dead center marking and readjust as required.
he tension pulley must be locked using the locking tool and fixed to the stop
on the right (fig. 6, no. 2).
Turn the camshaft gear clockwise to the stop.
Turn the injection pump gear clockwise to the stop.
Position the timing belt onto the crankshaft, tension pulley, camshaft gear,
coolant pump, and high-pressure pump, in that order.
Loosen the nut of the tension pulley.
Remove special tool (locking tool).
Ensure that the tension roller is positioned correctly.
Using the hex key, turn the tension pulley clockwise (in the direction of the arrow).
The pointer of the tension pulley must be flush with the recess in the base plate
(fig. 8, no. 1).
34
Fig. 8
The nut of the tension pulley may not turn while this is being done (fig. 8, no. 2).
Tighten the nut of the tension pulley (fig. 8, no. 2).
Hold the camshaft gear to maintain pretension counterclockwise (use the arrester).
Tighten the bolt(s) on the camshaft gear (fig. 4, no. 2)
Tighten the bolt(s) on the high-pressure pump gear (fig. 3, no. 2)
Remove locking pins on the high-pressure pump gear and on the camshaft pulley
(fig. 3, no. 1 and fig. 4, no. 1).
Remove crankshaft lock ring tool (Fig. 2, No. 1)
35
Fig. 6
q Rotate the crankshaft twice in the direction of engine rotation.
q Position the crankshaft right before the TDC of the first cylinder (fig. 6).
q Use lock ring tool for crankshaft (OE T 10050) (fig. 6, no. 1).
q Turn crankshaft until the lock ring tool can be used.
q The pin on the crankshaft lock ring tool must be directly in front of the
bore hole of the sealing flange (fig. 6, no. 1).
q Turn crankshaft until the lock ring tool can be used (fig. 6).
q Check whether the camshaft can be locked with the lock ring tool.
q The pointer of the tension pulley must be flush with the recess in the
base plate.
q Tighten bolt(s) on the camshaft gear..
q Tighten bolt(s) on the injection pump gear.
The rest of the installation procedure takes place as for the disassembly
procedure but in the reverse order.
q Mount the drive unit belt.
q Decode the radio, program the volatile memory.
q Start the engine and check for proper function.
q Read error memory. Carry out a test drive.
q Document timing belt change.
Installation Tips Changing Timing Belts
As an example Renault Clio II 1.6 16V
Motorcode K4M 748
Renault installs a large number of the Clio II
1.6 16V engine, with differing engine displace-
ment, in their vehicles. When the timing belts
are changed, critical mistakes are made again
and again that have a negative effect on the
belt drive. To ensure that changing the belts
goes smoothly, ContiTech Power Transmission
Group is providing mechanics with a detailed
list of installation tips. Step by step, ContiTech
experts explain how to replace belts correctly.
When the timing belts are changed, the tension pulley, the guide pulley and the
water pump should be replaced, too. Renault recommends a belt change every
100,000 km for all models up to 1999, and every 120,000 km for all later models,
or for low mileages.
Working time:
Clio 2.70 hours
Mgane 3.60 hours
Mgane Scnic 3.90 hours
Laguna 2.50 hours
36
37
Specialtool:
Crankshaft locking pin, Renault tool code MOT1489
Camshaft alignment ruler, Renault tool code MOT1496
1. Identify the vehicle using the engine code on the engine block
2. Disconnect the vehicle's battery.
3. Removal:
Drain the cooling water and support the engine. Then remove the right engine
mount first and then the ancillary units with drive belts (V-ribbed belts).

38
Remove the plugs from the rear end of the camshaft and the plugs from the
cylinder block
4. Turn the crankshaft to the right to the setting position.
The grooves in the camshafts must be aligned
5. Then insert the locking pin into the cylinder block (tool code MOT1489)
The crank web must be up against the locking pin.
Note:
The grooves are located below the top edge of the cylinder head.
39
6. Then apply the alignment ruler at the rear end of the camshafts
(tool code MOT1496)
7. Block the flywheel using a large screwdriver or a suitable tool and loosen
the screw of the crankshaft belt pulley.
Note:
The flywheel must be securely blocked 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.
8. Remove:
Now remove the screw from the crankshaft belt pulley and take the pulley off.
Then remove the top and bottom timing belt cover.
9. Loosen the nut of the tension pulley
10. Tension pulley come away from the belt

40
11. Remove:
q Tension pulley nut
q Tension pulley
q Guide pulley
q Timing belt
q Water pump
Note:
The crankshaft gear must not slip off the crankshaft.
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.
41
Note:
Pay attention to the tightness of the bolt that holds the tension pulley in the
water pump housing.
4. Install the new guide pulley and tighten to 45 Nm.
5. Then install the new tension pulley and tighten the nut to 7 Nm for the
time being.

42
Note:
Pay attention to the tightness of the bolt that holds the tension pulley in the
water pump housing.
6. Remove the crankshaft gear and gear. Ungrease the end of the crankshaft.
Reinstall the crankshaft gear.
7. Fit the timing belt going around towards the left starting from the crankshaft
gear. Make sure that the timing belt is tight on the load side
8. Ungrease the crankshaft belt pulley.
9. And then install it.
10. Measure the length of the screw of the crankshaft belt pulley.
The maximum length must not exceed 49.1 mm. If the screw is longer,
then you must use a new one.
11. Screw in the crankshaft belt pulley screw.
Do not oil the new screw.
43
12. Tighten the screw for the time being. Leave a gap of 2-3 mm between the
contact surface of the screw and the crankshaft belt pulley.
13. Loosen the nut of the tension pulley. Turn tension pulley to the right until the
movable pointer is at the right stop. Use a 6 mm hex key.
Note:
The movable point must be 7-8 mm behind the fixed pointer
14. Tighten the tension pulley nut for the time being, tightening torque: 7 Nm.
15. Block the flywheel with a large screwdriver and tighten the screw of the
crankshaft belt pulley for the time being, tightening torque: 20 Nm.
16. Remove the locking pin and the alignment ruler.
17. Block the flywheel with a large screwdriver and tighten the screw of the
crankshaft belt pulley by a further 120-150 degrees.
18. Turn the crankshaft two rotations to the right into the setting position.
This is an extremely important step. If this is not done, the belt drive will start
making noise in a short time due to insufficient tension.
19. Insert the locking pin into the cylinder block.
20. The crank web must be against the locking pin.
21. Check whether you can easily apply the camshaft alignment ruler.

44
22. Lock the tension pulley using a 6 mm hex key.
Loosen the nut of the tension pulley.
23. Turn the tension pulley to the left until the pointer is aligned with the notch
24. Tighten the tension pulley nut, tightening torque: 27 Nm.
25. Remove the locking pin.
26. Turn the engine drive two more times, check the setting
and adjust if necessary.
27. Den Verschlussstopfen eindrehen
28. Insert the plug by turning and insert new plugs at the end of the camshaft.
29. Install the components in reverse order of removal. Fill up the cooling water
and vent the cooling system.
30. Record the replacement of the original ContiTech timing belt on the
supplied sticker and affix it in the engine compartme.
31. Test run the engine or take a test drive.
45
Notes
Installation Tips Changing Timing Belts
As an example Opel 1.8i 16V C 18 XE
The 1.8i 16V C 18 XE engine with varying
engine displacement is installed in a large
number of Opel models. In changing the timing
belt, however, serious mistakes are often made
when the tension pulley is adjusted. To ensure
that changing the belts goes smoothly,
ContiTech Power Transmission Group is provi-
ding mechanics with detailed installation tips.
Step by step, ContiTech experts explain how
to replace belts correctly.
When the timing belts are changed, the tension pulley, the guide pulley and the
water pump should be replaced, too. Opel recommends replacement after
60,000 km or every four years.
Working time:
Astra F - 1,8: 0.90 hours
Spezialwerkzeug:
When carrying out a replacement, mechanics need a tool to lock the camshaft,
for instance the Multilock from the CONTI

TOOL BOX. On an Astra F, it takes

about one hour to replace the parts.
46
47
1. Identify the vehicle using the engine code, which can be found on the outer
edge of the transmission mounting flange on the engine block .
2. Disconnect the vehicle's battery

48
3. Removal:
Next, dismount the air filter, the air intake hose and, on engines with the
code C 18 XE/XEL, also the air mass sensor.
Support the engine and remove the right engine mount, the auxiliaries and
the V-ribbed belt. Then dismount the pump of the power steering and the
air-conditioning compressor and remove the timing belt cover.
Disassembling the timing belt:
Turn the crankshaft to the right until the control mark on the crankshaft pulley
aligns with the tip on the engine block.
49
2. On camshaft pulleys with a single control mark, make sure that the mark of
the respective camshaft pulley is aligned with the marks of the valve cover.
On camshaft pulleys with two control marks, check that the INTAKE and
EXHAUST control marks are aligned with the marks of the valve cove
3. Lock the camshaft with the locking tool.
Note:
Wird der Zahnriemen ohne das Arretieren, von den Nockenwellen genommen,
verdrehen sich die Nockenwellen und die Steuerzeiten sind verstellt. Ein korrektes
Auflegen des Zahnriemens ist nicht mehr mglich. Hier kann man jetzt nur noch
mit unsachgemer Montage die Nockenwellen in Montageposition bringen.

50
Remove the crankshaft screw and loosen the tension pulley screw.
Turn tension 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 hexagon socket wrench here.
You can now remove the timing belt.
Drain cooling water and dismount the tension and idler pulleys and the water
pump.
Replace idler pulleys and water pump.
Note:
When installing the water pump, make sure that it is positioned correctly. The
nose of the water pump must be placed in the recess of the rear timing belt
housing.

51
Installation of the timing belt:
10. Now install the new tension pulley. Make certain that the counter support on
the back of the tension pulley (base plate of the tension pulley) is positioned
between the contact surfaces on the engine block and not next to them.
und nicht daneben
11. Position the new timing belt against the rotational direction starting at the
crankshaft gear.

52
12. Turn tension 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 hexagon socket wrench. Then tighten the new tension
pulley slightly.
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.
Now rotate the engine by hand in the running direction at least twice after
removing the locking tool.
13. Loosen the screw of the tension pulley and turn the tension pulley to the
right until the pointer is aligned with the notch in the bracket.
53
Tighten the screw of the tension pulley with a force of 20 Nm.
14. Turn the engine drive two more times, check the setting and adjust
if necessary.
15. Install the components in reverse order of removal. Fill up the cooling water
and vent the cooling system.
16. Record the replacement of the original ContiTech timing belt on the supplied
sticker and affix it in the engine compartmen.
17. Test run the engine or take a test drive..
Installation Tips Changing Timing Belts
Audi A4, A6, A8, VW Passat 2.8 30V
The 2.8L 30V engine is installed in Audi and Volkswagen car models in large
numbers. When changing the timing belt, critical errors are often made, for exam-
ple in handling the tension pulley. To ensure that belt changing goes smoothly,
ContiTech Power Transmission Group is providing fitters with detailed installation
tips. Step by step, ContiTech experts explain how to change belts correctly.
TIP:
When the timing belt is changed, the tension pulley, the tensioner, the idler pulley,
the water pump and the thermostat should also be replaced at the same time.
Audi and VW recommend performing a change every 120,000 km.
Note:
Fitters require the following special tools for belt changing:
1.) Crankshaft locking tool no. 3242
(for example, from the CONTI

TOOL BOX)
2.) Camshaft locking tool no. 3391
3.) Camshaft sprocket remover no. 3032
4.) Supporting sleeves no. 3369
54
Fig. 1
55
Working time:
A4 2,90 hours
A6 (up to 1997) 2,50 hours
A6 (later 1997) 3,50 hours
A8 1,90 hours
Passat 3,30 hours
Preparatory work:
Identify the vehicle using the engine code and disconnect the vehicle battery.
Here it is important to keep in mind that when the timing belt has been removed,
the crankshaft and the camshaft must not be turned. Remove spark plugs so that
the engine can turn more easily. Turn the engine in its normal direction (clockwi-
se). The engine must only be turned at the crankshaft sprocket and not at other
sprockets! Observe all tightening torques.
Removal:
1. Jack up the vehicle at the front and support it.
2. For the Audi A4 and A6 (1997 and later models) the cooler support plate must
also be put into the service position:
q Remove the front bumper
q Remove the air intake hose between the front panel and the air filter
q Remove the screws in the front panel
q Attach the support sleeves no. 3369 in the front panel
q Push the front panel forwards
q Insert the top back screws into the front holes to hold the panel .
3. Removal:
Remove viscous fan (left-handed thread), timing belt ancillary units, left and
right timing belt cover.

56
4. Turn the crankshaft right to TDC (OT) in the third cylinder. The control marks
have to match up.
57
5. The large holes on the mounting plates for the camshaft sprockets must be
opposite each other.
6. If this is not the case, turn the crankshaft to the right a
further complete turn.
Remove the plug from the crankcase and screw in the crankshaft locking tool
(no. 3242)
Note:
The TDC (OT) hole in the crank web must be in line with the hole for the plug.

58
Hold the clamping rod by inserting a locking pin with a diameter of 2 mm
through the hole in the tensioner casing
Note:
Always insert the hex key completely into the hex socket screw of the tension
pulley to ensure that the power is transmitted over a large area when turning
the tension pulley against the piston of the damper. If this is not the case, then
the tension pulley eccentric may break or tear. Note: We recommend working
with patience when pushing the piston rod into the damper casing by turning
the tension pulley. The piston takes some time to push out the oil in the damper
.
8. urn the tension pulley to the right until the holes in the clamping rod line up
with those in the tensioner casing. Use an 8 mm hex key

59
9. Remove:
q The screws of the crankshaft belt pulley (not the crankshaft pulley))
q The crankshaft belt pulley
q The viscous fan mount
Note:
For the Audis, the two screws on the mount can be reached through the hole in
the belt pulley. (Audi)
q Remove the lower timing belt cover
q Remove the timing belt .
Note:
When removing the tension pulley, remember to put the spacer back between
the engine and the tension pulley
Installation:
1. Remove the camshaft sprockets.
2. Screw in an M10 screw into the camshaft as a counter bearing for the
camshaft sprocket remover.
3. Loosen and remove both camshaft sprockets from their tapered end. Use
the remover no. 3032
4. INSTALL:
q Mounting plates,
q Screws
5. Slightly tighten the screws for the camshaft sprockets.
6. The camshaft sprockets must turn easily without tilting..
60
7. Place the timing belt around the camshaft sprockets and the
water pump belt pulley.
8. Fit the locking tool (no. 3391) on the camshafts.
9. The crankshaft locking tool must be fitted.
10. Place the timing belt around the guide roller, crankshaft sprocket
and tension pulley.
11. Slightly turn the tension pulley to the right. Use an 8 mm hex key for this.
Remove the locking pin from the tensioner casing to release the clamping
rod.
12. Apply the torque wrench to the hex socket screw of the tension pulley.
13. Tension the timing belt to 15 Nm by turning to the left.
14. Then remove the torque wrench.
15. Tighten the camshaft sprocket screw to 55 Nm.
16. Removal:
Remove the camshaft locking tool and the crankshaft locking tool.
17. Screw the plug in.
18. it 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 for VW to 25 Nm
(Audi 20 Nm).
20. Install the components in reverse order of removal.
Record the replacement of the original ContiTech timing belt on the sticker
provided and affix it in the engine compartment.
Test run the engine or take a test drive.
61
Certified in accordance with
Power Transmission Group
Market Segment
Automotive Aftermarket
Contact
ContiTech Antriebssysteme GmbH
Postfach 445
D-30004 Hannover
Philipsbornstrae 1
D-30165 Hannover
Phone +49 511 938 - 5178 Serviceline
Fax +49 511 938 - 5065
aam@ptg.contitech.de
CONTI

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Copyright 2011 ContiTech AG. All rights reserved.
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