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[Nickbat]

OK, fitted the new cambelt. Thought everything was torqued up OK and began to crank the engine. I think the tensioner pulley slipped, so that on the first pull of the ratchet the sprockets didn't turn. Tightened the pulley and cranked back round to TDC. Sure enough, the sprockets are all about two teeth out. Need to pull them round clockwise two teeth I guess.

Any advice?

[RonaldMcBurger]

CALL ME! YOU HAVE PM

[Crazydad]

Hope nothing serious has happened, :-/ keep us updated

[RonaldMcBurger]

We are getting there. I THINK no harm is done. Basically another sodding VX cambelt with no markings!!!!

[JamesV6CDX]

We are getting there. I THINK no harm is done. Basically another sodding VX cambelt with no markings!!!!

The trick in this situation, seems to be a tooth of extra slack between crank and tensioner...

[Nickbat]

We are getting there. I THINK no harm is done. Basically another sodding VX cambelt with no markings!!!!

The trick in this situation, seems to be a tooth of extra slack between crank and tensioner...

James, can you be a bit more specific? The problem I've had is excess tension between the crank and the NON ADJUSTABLE lower roller!  

[Nickbat]

James, PM sent.  

[Nickbat]

OK, with a fresh head, this is the way I'm going to play it:

I have painted fresh marks on the new belt by aligning it with the old one. I have checked, double checked and treble checked and they are spot on.

I am going to feed it round cams 3/4, which are locked, lining up the marks and then down to the crank pulley, which I shall lock at TDC for the time being. This way I can check that the crank marks line up correctly.

I'll feed in the rest of the belt round 1/2 and ttensioner pulley.

Then I shall back the crank off by 10 degrees, which apparently makes the locking tool vertical ( :-/). This should give me enough slack to put the lower non-adjustable roller in place without pulling the crank out of place again. Then Ill go back to TDC to take up the tension.

That's the plan anyway.  

[Nickbat]

Thinking of throwing in the towel on this one and getting someone in to complete the job. I can't get my head round why the non-adjustable idler is so hard to get in and, on the odd occasion I have got it in, the belt feels too tight to move the ten degrees back to TDC. Should I try and move the belt one tooth round off the crank towards that pulley? I dunno and am getting seriously disheartened by all this, especially when I have so many other things I need to do.  

[Nickbat]

OK, quick update while I have a cuppa.

Decided that the lower pulley was going to go on come hell or high water. Fitted it, then turned the crank from 10 degress back to TDC. What happened next will stay with me forever. The belt jumped a tooth under the crank pulley.  

Initially I thought I'd broken the crankshaft and I disappeared inside for an hour wondering how much I'd get for the car on Ebay.

Fortunately, Fin called and put me right and we figured out it was "just" a tooth jumping. This confirms to me (and Fin) that there needs to be an extra tooth of play between the lower pulley and the crank.

Anyway, everything is tidy now. The pulleys are all torqued and the tensioner set to the new distance of a whopping 10mm. Now, all I need to do is to start rotating everything and rechecking the timing marks. Not confident, but at least I've put the gun down for now!

[Kevin Wood]

Glad to hear you're making progress.

I know it's a horrible sinking feeling when things don't go 100% according to plan on a job like this, especially when you're on unfamiliar ground. Be methodical and you won't break anything.

Give it a couple of turns of the crank and see if the cams line up at TDC. If they do, it doesn't matter how you got there, the job's done  

All you've got to do then is double check the belt is tensioned correctly and that the tensioner mounting bolts are all torqued up and reassemble.

If it doesn't work out, then you may have to refit the belt a tooth further round, but you've been there once, so it'll be easier next time round.

It sounds like it would be worth working out a failsafe method and doing a howto on this procedure as the VX instructions are clearly not ideal.

Kevin

[Nickbat]

Glad to hear you're making progress.

I know it's a horrible sinking feeling when things don't go 100% according to plan on a job like this, especially when you're on unfamiliar ground. Be methodical and you won't break anything.

Give it a couple of turns of the crank and see if the cams line up at TDC. If they do, it doesn't matter how you got there, the job's done  

All you've got to do then is double check the belt is tensioned correctly and that the tensioner mounting bolts are all torqued up and reassemble.

If it doesn't work out, then you may have to refit the belt a tooth further round, but you've been there once, so it'll be easier next time round.

It sounds like it would be worth working out a failsafe method and doing a howto on this procedure as the VX instructions are clearly not ideal.

Kevin

Looks like I might need to refit the belt. When I took the camlock out from 3/4 prior to cranking, it was very tight and when I did get it out No 4 moved a fraction anticlockwise (presumably compensating fro the jumped tooth). Anyway I cranked it all round twice then checked at TDC. No 4 is spot on! Nos 1,2 & 3 however are uniformly one tooth out to the left.

This is a nightmare!

[Tafty]

Any update as to Nickbat's troublesome installation of his cambelt - what was found and what was done to fix the problem?

Really interested in any update as in a similar predicament

cheers  

Lee

[Auto Addict]

See here :- http://www.omegaowners.com/forum/YaBB.pl?num=1186851974

[Tafty]

See here :- http://www.omegaowners.com/forum/YaBB.pl?num=1186851974

 cheers