quick question the timing belt and toothed belt same thing?,its says in the service schedule to change at 150,000km (93,000 miles) is this right seems a long time before

its a 3 cylinder diesel

Edited 26 May, 201115 yr by seboni121

Yes, "toothed belt" is Skoda UK for cambelt or timing belt. I had to ask the exact same thing too. Dunno about the replacement schedule for the 3-pot though.

Toothed and timing belts are the same things.......keep an eye on the intervals as they might end up revising it down....like they did to most petrol engines a few years back! If it was a petrol I would say 4years or 40,000miles

Toothed and timing belts are the same things.......keep an eye on the intervals as they might end up revising it down....like they did to most petrol engines a few years back! If it was a petrol I would say 4years or 40,000miles

its a diesel 2008 plate, how do I find out if they have revised the intervals + or - the little beauty has done 47k in 3 years

Edited 26 May, 201115 yr by seboni121

its a diesel 2008 plate, how do I find out if they have revised the intervals + or - the little beauty has done 47k in 3 years

Well for mkI fabia diesel engines which covers the 3cyl 1.4lt and the 1.9tdi.......it was 60,000 or 80,000 depending on if you had unit injectors or not! What do Skoda dealership say again??? Anything in the handbook???

Well for mkI fabia diesel engines which covers the 3cyl 1.4lt and the 1.9tdi.......it was 60,000 or 80,000 depending on if you had unit injectors or not! What do Skoda dealership say again??? Anything in the handbook???

93 K for toothed belt replacement

the 1.9 vrs changed from 5 years to 4 years so best to ask a dealer for the most accurate answer

the 1.9 vrs changed from 5 years to 4 years so best to ask a dealer for the most accurate answer

Bit tricky that one as I will not get the dealer to change

I should think if its similar to the PD engines in the MK1 Fabia i'd change it at 4 years or 60,000. Although they may have changed the mileage to 80,000?

regardless who's gonna change it, best ask a dealer just for their advice. i did and then went elsewhere.

the fitting garage told me they thought it was five years but i insisted they changed it at 4 as told by the dealer

regardless who's gonna change it, best ask a dealer just for their advice. i did and then went elsewhere.

the fitting garage told me they thought it was five years but i insisted they changed it at 4 as told by the dealer

well its 3 years old and 47k on the clock,so i will leave it for 12 months so it will be just over the 50k mark

well its 3 years old and 47k on the clock,so i will leave it for 12 months so it will be just over the 50k mark

Looks like the old intervals might hold true.....best to be safe than BOOM!!!

Looks like the old intervals might hold true.....best to be safe than BOOM!!!

Aye

Seb, get them to change the tensioner and check the water pump too. Tensioner failure is one of the main causes of cambelt failure, as is water pump weeps. Tensioner kits and water pumps are cheap to replace and safeguards your engine. I would also make quite sure that whoever does the job knows about PD engine cambelt changing. It's not as straight forward as on most other engines if you haven't done one before. Because the belt is heavily loaded in service driving the unitary injectors, it has special reinforced teeth at certain points on the belt that must line up properly. It is made in a certain way, it has to be fitted a certain way and the tension must be absolutely correct to Skoda/VW spec or it will break in just a few thousand miles.

Edited 26 May, 201115 yr by Estate Man

Seb, get them to change the tensioner and check the water pump too. Tensioner failure is one of the main causes of cambelt failure, as is water pump weeps. Tensioner kits and water pumps are cheap to replace and safeguards your engine. I would also make quite sure that whoever does the job knows about PD engine cambelt changing. It's not as straight forward as on most other engines if you haven't done one before. Because the belt is heavily loaded in service driving the unitary injectors, it has special reinforced teeth at certain points on the belt that must line up properly. It is made in a certain way, it has to be fitted a certain way and the tension must be absolutely correct to Skoda/VW spec or it will break in just a few thousand miles.

so do you think as its done 47k and 2008 that i should get it done now or wait for 60k or 4 years

Sorry, Estate man - you're wrong about the belt.

The belt does not have selectively reinforced teeth - it is the crankshaft sprocket which has relieved teeth at 180 deg intervals to accommodate the transient belt stretch as the engine fires and the unit injector ramp loads the belt. You couldn't have reinforced teeth on the belt as the same teeth are not under firing load every time.

Fitting a PD cambelt is absolutely straightforward if you have the locking tools and know the correct procedure which involves tensioning the belt with the camwheel bolts slack. The actual tension setting is determined by the tensioner itself - line the pointer up with the slot. There's no "Skoda/VW" spec for this, it's child's play. The earlier VE engines are actually more difficult as the basic pump timing has to be set.

Too many vested interests and too much bull****.

rotodiesel.

Sorry, Estate man - you're wrong about the belt.

The belt does not have selectively reinforced teeth - it is the crankshaft sprocket which has relieved teeth at 180 deg intervals to accommodate the transient belt stretch as the engine fires and the unit injector ramp loads the belt. You couldn't have reinforced teeth on the belt as the same teeth are not under firing load every time.

Fitting a PD cambelt is absolutely straightforward if you have the locking tools and know the correct procedure which involves tensioning the belt with the camwheel bolts slack. The actual tension setting is determined by the tensioner itself - line the pointer up with the slot. There's no "Skoda/VW" spec for this, it's child's play. The earlier VE engines are actually more difficult as the basic pump timing has to be set.

Too many vested interests and too much bull****.

rotodiesel.

so would you change the belt and tensioners at 50k 2008 plate 1.4 tdi

I would follow the directions given in the printed service literature supplied with the vehicle - not the spurious money-grabbing scheme generated by VAG UK. Their "4 year" rule applies nowhere else on the planet.

rotodiesel.

I would follow the directions given in the printed service literature supplied with the vehicle - not the spurious money-grabbing scheme generated by VAG UK. Their "4 year" rule applies nowhere else on the planet.

rotodiesel.

HHmmmmmmmm........VAG had to reduce the intervals (petrols mainly but from what I hear also to diesels) down to 4yrs because of so many cars around the 5yr old mark that had the belts snapping (I have seen a few...not very nice)...and because they had stated 6yrs or 60,000miles alot of people where making claims against them......If you were my mechanic I would want a written and independently backed up (financial) guarantee for that sort of big interval!!

Nobody gives guarantees - cambelts and their associated components are like light bulbs. However, there is reasonable risk and blatant profiteering.

VAG fitted some very poor plastic idler wheels to some of their petrol engines which would not run to the prescribed change period. Rather than the honest approach of a campaign change, they made the owner foot the bill for their poor engineering and shortened the change period. Brilliant - loads of extra money.

The diesels have never had plastic idlers and the drives in my experience, will run to the intervals stated in VAG's own printed literature without problems. Having established a 4 year change period for their crappy engines, it was just too tempting not to continue so they did - in the UK only.

Can you imagine the Americans swallowing this? Not on your life - and they don't. Of course, they get exactly the same drive components on their diesel engines as we do - a VAG engine build code uniquely defines it.

rotodiesel.

I lived out in the midwest of USA for three years......lower speed limits....less strict emmissions regs......and straight roads (twisty roads.....what are they???) put less strain on the engines for starters!!

If anything, conditions in the US are less favourable than in Europe - much wider climatic temperature variations for instance and a much stricter legislative regime for emissions. If cars were coming to a halt on the freeway with broken cambelts, the Transport Authorities would be straight onto the case - especially for an import.

Look what they did to Toyota when the big 3 were in trouble...

Milton-Keynes generated scam.

rotodiesel.

Sorry, Estate man - you're wrong about the belt.

The belt does not have selectively reinforced teeth - it is the crankshaft sprocket which has relieved teeth at 180 deg intervals to accommodate the transient belt stretch as the engine fires and the unit injector ramp loads the belt. You couldn't have reinforced teeth on the belt as the same teeth are not under firing load every time.

Fitting a PD cambelt is absolutely straightforward if you have the locking tools and know the correct procedure which involves tensioning the belt with the camwheel bolts slack. The actual tension setting is determined by the tensioner itself - line the pointer up with the slot. There's no "Skoda/VW" spec for this, it's child's play. The earlier VE engines are actually more difficult as the basic pump timing has to be set.

Too many vested interests and too much bull****.

rotodiesel.

Hi Roto,

Thanks and you are right about the crankshaft sprocket teeth of course. But the last belt I fitted was clearly marked with the sections required to line up with the sprocket relieved teeth. I guess the belt may not be actually reinforced at those points though although I understood that to be the case. I have never fitted one to a Skoda PD only VW but I'm guessing the sames rules apply regarding the tension pressure on the belt detailed in the official workshop manual using a tension gauge. Tension seems to be more critical on the PD belt to avoid wear and seemed to be one reason why quite a few in the early days broke prematurely due to poor tensioning. Easy...IF you know the procedure of course, but quite a few people don't.

Milton-Keynes generated scam.

rotodiesel.

Most of the smaller components are "outsourced"...like the infamous Teaves ABS units, etc....If you really want crap head office design then look no further than sh1troen, Pugeye, and Recrap....the best of France....and slated in last nights Watchdog because they can't be bothered to engineer the car for righthand drive...so they leave exposed pedal linkage from the passenger side to the drivers side...result...if the pasenger puts feet down to (brake) or to stretch out and hits the linkage.......car brakes!!! Thats on top of them making faulty bonnet catches that are just single stage (VAG fit two stage)...which people have had let get at 70mpg, with the bonnet flipping into the windscreen etc!!