"The teeth are sent

first into the next world, "dentists grimly joke.


So that the “dental” problem does not annoy ahead of time, preventive measures must be taken. This is also applicable to timing belts, which greatly displaced its predecessor, the chain. And even if the Samara belt is prescribed to have 111 teeth, then it is obliged to keep them until old age - otherwise it will start … A one and a half liter engine will simply refuse to work, and its “little brothers” will completely die - the uncontrolled valve meets the piston, in which there is no special "sample", will end with a solid increase in daily revenue in the nearest car service.

Toothless chain was easier to handle. She took pleasure in bathing in various lubricants, while her toothy successor adheres to the “dry law” - no oils! At the same time, the manners of the belt are much more sophisticated - it works with less noise, dampens the vibrations of the timing drive due to its own elasticity better, and does not need an additional damper. In contrast to the chain, which in the process of prolonged operation lengthens due to wear of the hinge joints by almost 20%, the belt cannot afford this. Its limit is 0.3%! In addition, the chain usually wears unevenly, and therefore, when the engine is running, it itself becomes a source of fluctuations in the timing and the cause of uneven engine operation - there are no such problems with the belt.

So that there would be no problems with the belt drive at all, a little is needed: install a normal belt on the engine, after providing it with tolerable conditions of existence - without leaking oil seals, etc. We go shopping, and at the same time remember the conditions under which he will have to work (see. Fig.).

The toothed part of the belt “runs” along the driving pulley 1 on the crankshaft, as well as on the coolant pump pulley 2 and on the camshaft pulley 4. The outer side of the belt communicates with the tension roller 3. By the way, initially the teeth on the belts, as on the pulleys were semicircular, but since about 1989 the semicircle has become a semblance of a trapezoid. Both are found on sale - products are interchangeable. The international designation of the belt we need is according to ISO - 58111x19. The tooth pitch is 3/8 inch or 9.525 mm.

The appearance of the purchased belts is shown in photo 1-8. Two products were sold without packaging - Balakovo No. 7 and Italian No. 8, and for some reason the country of manufacture was not indicated on the Gates and Kontitek belts. It is interesting that one of the purchased "teeth" did not meet the above standard - product No. 2, 20 mm wide against the required 19, was intended, according to the catalog and the inscription on the package, for Opel. The seller, however, stated that a millimeter of weather does not. We'll see.

The external inspection of the belts did not cause any remarks - everything is in order. Ahead of 100 hours of “running around” at the Pirelli stand at a drive pulley speed of 6000 rpm. The belt load in such tests is equivalent to 60, 000 kilometers or about two years of operation. Turn on the switch - the time has gone.

The results of the “run” turned out to be rather unexpected - this has not happened in our examinations for a long time. All eight belts calmly withstood the physical exercises he proposed - not a single one left the race! And where there are no global comments, you begin to "cling" to the little things. That's about the little things and talk.

If products No. 3 and 6 behaved perfectly all 100 hours, then the remaining belts showed a certain tendency to vibration. It's okay, but there is some understatement: is this vibration a harbinger of failure in the first minute of the 101st hour? To check this, we decided to drive a little more the two most “nervous” straps - about 80 hours … They turned out to be the German “Kontitek” (No. 5) and a compatriot from Balakovo (No. 7). And while the rest of the belts were checking to see if they were stretched out tightly, a Russian-German couple was winding “penalty” circles on the stand.

On the fourth day, it became clear - the belts were "tied up." Despite the vibration, they significantly blocked the standard for driving and reaffirmed their right to rotate the Samara camshafts and pumps. Note that even after an increased mileage, their elongation did not exceed acceptable limits.