Changing the timing belt.

Skeggy · Post by **Skeggy** » Tue Aug 29, 2006 19:10

Well if I'd got the right belt my idea was to do a run down on how to do it.

I had a look around and couldn't find a step by step. But I am what you would call experienced, or to put it another way 'over 21'

Any job on a car can be done by almost anyone with a bit of common sense.
You need a good set of tools and the time to do it, never attempt to do a job needing the car on the road the next day! Also take a picture at every stage and write down anything, wires colours etc. you are removing. Putting it back together is never as simple as Mr Haynes make out

dpr59 · Post by **dpr59** » Tue Aug 29, 2006 19:44

I'd replace the tensioner at the same time.

Skeggy · Post by **Skeggy** » Tue Aug 29, 2006 20:01

Jerry wrote:my major concerns are ----how do you make sure that the variouse wheels etc dont get out of sinc i.e. move when i take the other off.
I have heard that you can loosen the tensioner and slide the old belt over to one side and fit the other belt then when that is on cut the old belt off. Is the cam belt the only belt that has to be removed? is the cam belt cover the only other part that has to be removed?

Sorry but you have to remove a lot of other bits to get at the cam belt.
Take the cover off and have a good look

Not an impossible job but as I said it will need time!

Skeggy · Post by **Skeggy** » Tue Aug 29, 2006 20:03

dpr59 wrote:I'd replace the tensioner at the same time.

Please explain more - or are you just trying to add to my confusion

Doc Si · Post by **Doc Si** » Tue Aug 29, 2006 20:31

I didn't find it too difficult to do but there are lots of bits to take off, including varioous bits of pipework full of coolant, that get all over your feet! The difficult bit was getting at & retightening the PAS pump belt. I marked the various relevant cogs to make ure nothing moved that shouldn't.....and it all worked afterwards.

chrisw2811 · Post by **chrisw2811** » Tue Aug 29, 2006 20:34

I drafted myself a sort of idiot guide for how to change the cambelt. If it is possible to attach a word file I'll be happy to submit it for info / constructive criticism.

amarshall · Post by **amarshall** » Thu Aug 31, 2006 16:18

While we're in a timing belt sort of mood on here some info. from our mid-engined siblings :

http://www.espritfactfile.com/Maint.html

Interesting reading about the 100k timing belt...I can feel an e-mail to the factory coming on....and it's been sent...

Redexcel · Post by **Redexcel** » Thu Aug 31, 2006 17:40

amarshall wrote: Interesting reading about the 100k timing belt...I can feel an e-mail to the factory coming on....and it's been sent...

I thought it was common knowledge that the B prefix HTD belt Lotus sell now for all markets is the one that meets the 100k California requirement.

Its mentioned here..
http://www.lotusexcel.net/phpbb/viewtopic.php?t=16

amarshall · Post by **amarshall** » Thu Aug 31, 2006 18:14

Well, yes....I had seen that...but wanted independent confirmation..now that I've seen it in two places I've asked Lotus what it means for service intervals and pattern - are we still ABAC or do we go something like ABABABABABABABAC ????? (sounds like a bad Genesis album title) or what ?

What I really need to know from them is how paranoid should I be when 24k is coming up after the last belt change ?

Redexcel · Post by **Redexcel** » Thu Aug 31, 2006 18:39

amarshall wrote:Well, yes....I had seen that...but wanted independent confirmation..now that I've seen it in two places I've asked Lotus what it means for service intervals and pattern - are we still ABAC or do we go something like ABABABABABABABAC ????? (sounds like a bad Genesis album title) or what ?

What I really need to know from them is how paranoid should I be when 24k is coming up after the last belt change ?

I suspect they will say to stick to the 24k interval, as they don't appear to have revised any service schedules. The B prefix belt has been around for about 7 years to my knowledge. Its also a lot more expensive than the A prefix belt. The first time I bought a B belt from my local main dealer, I queried the massive price hike, and was told the story that all HTD belts would be to the californian 100k spec from now on: hence the price rise. Typically, they din't change the service intervals, but it least you get to inspect the sprockets and the tensioner that way.

I would suggest you buy one of the alternative Gates' belts and stick to 24k intervals. That way you are not struggling with your conscience, get a much cheaper belt (but to the original A spec) and stick to the service intervals.

amarshall · Post by **amarshall** » Fri Sep 01, 2006 16:01

From Hethel :

"Dear Mr. Marshall,

The belt to which you refer is the HTD type introduced with corresponding
pulleys from '86 model year. The original specification called for renewal
at the first occuring of 24,000 miles or 2 years. The 'B' level belt is
undoubtably of improved durability, the time factor is still most likely to
be the relevant factor. To be sensibly safe, I recommend you renew at the
first occuring of 24,000 miles or 4 years, as the operation is relatively
straightforward."

So - still at 24000 miles, but if you're a low-milage driver, you can get an extra 2 years out of it...

Steve C · Post by **Steve C** » Sat Sep 02, 2006 20:34

Even though the belts are spec'd for 100k in California .. Lotus dealers are paid by Lotus to change them at an earlier service interval ...

The biggest problem on the V8's seems to be ensuring that they are tensioned correctly over time, but equally, it seems that some reliability issue has caused Lotus to pay for cam belt changes on v8's at (I think) around 36k.