As said. There used to be reams on what to change, but on a search I can find lots of other stuff, and nothing in the useful page. Hence post.

To me it's belt+tensioner + water pump ,but little Indie I asked mentioned other belts.

Another Q- be a good time to replace coolant, but what type from where( ECP GIVES A FEW ) ,and how many litres. Haynes is vague on quantity and says only Skoda.

 Basically the same, but you have more room. Other belt will just be alternator belt. Some bolts are quoted as stretch type, not to be used again but I have never replaced, may just be lucky so I would recommend changing.

 If you have VCDS, check torsion values after belt change.

 

 

 

Edited 8 April, 20197 yr by KeithCheetham

Thanks,keith. To my mind it's worth seeking out an Indie VAG place to get work done . Seems the makers are making the work more difficult to drive work into Stealers. OH,I long for the old days of the old FD Victor. Belt change involved winding belt off. Checking timing marks were correct( hightech  tool was a bit of sting etc stretched across the pulleys ) and then winding new belt on. Same with my later Cav.

Edited 8 April, 20197 yr by VWD

56 minutes ago, VWD said:

OH,I long for the old days of the old FD Victor. Belt change involved winding belt off.

How many pulleys did the FD belt go round? Including the crank pulley I'd guess 3.

From memory after a lot of years, I seem to recollect ,just two- camshaft and bottom pulley. Cavalier had three- Camshaft at top + water pump and bottom pulley. Same principle on car so many years apart. No tensioners to fail. perhaps old technology might teach the designers a thing or two. like the ignition system. these days I hear regular talks of coil units failing.  I only remember a couple of instances of a coil failing in my early days- pratt had covered body of coil in tape to stop it moving.

My plan when getting a proper VAG Indie to do that work, is to let them supply all the parts, proper VAG Indies tend to use only VW Group parts for that kind of job - in my experience.

So that would mean "cambelt kit" + exchange waterpump + coolant + aux belt + anything else that that proper VAG Indie has found usually needs adding to the standard "cambelt kit", they don't want any cars being trailered back to them soon after this work has been done.

Edited 8 April, 20197 yr by rum4mo

49 minutes ago, VWD said:

just two- camshaft and bottom pulley

Ah, I was thinking auxilliaries belt, not cam drive.

Aux belt ( fan belt) drove the alternator and water pump on the FD , the last Victor to use the Vauxhall engine, with the oil pump mounted underneath the distributor.

On the Cav the water pump was driven by cambelt and the waterpump was the tensioner .

9 minutes ago, VWD said:

On the Cav the water pump was driven by cambelt

SO you're talking FWD Cav, not RWD?

On ‎08‎/‎04‎/‎2019 at 12:19, KeithCheetham said:

 If you have VCDS, check torsion values after belt change.

 

Is that even possible ?   Is this not a PD engine, I would thought quite similar to what I did on my old Roomster 1.9 PD. I put a guide to that in the Roomster Guides section if it is.

I just read that torsion link - Interesting. I never did this when I changed the cambelt. I must say I never noticed any difference in the engines running/performance on the 2 belts changes I did.

Edited 9 April, 20197 yr by aubrey
Added - just read the torsion link

1 hour ago, KenONeill said:

SO you're talking FWD Cav, not RWD?

Not a MK1 , as the MK1 was RWD. I owned a MK2 and strangely enough the set up for cambelt was just the same on both ,as it was on the Victor.

1 hour ago, aubrey said:

 

Is that even possible ?   Is this not a PD engine, I would thought quite similar to what I did on my old Roomster 1.9 PD. I put a guide to that in the Roomster Guides section if it is.

I just read that torsion link - Interesting. I never did this when I changed the cambelt. I must say I never noticed any difference in the engines running/performance on the 2 belts changes I did.

 

You were fortunate, the PD engine is extremely sensitive to cam timing because it times the unit injector stroke as well as the valves, a small deviation can mean rough idling, hard starting and increased fuel consumption although it doesn't generally affect full boost performance.