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TECHNICAL TIPS FOR INSTALLERS
Before installing your new KIT+, make sure the belts are
a match (with the same tooth profile and number of teeth)
and check the pulley flange height with that of the old
pump. If the height isn't correct, the drive belt system will be
misaligned and could lead to component failure. To ensure
the pump has the correct rotation, compare the impeller
for similarity of configuration and size. Also, make sure
that all remnants of the old gasket or sealant have been
completely removed from the engine block to maintain the
correct fitting tolerances and, of course, prevent leaks. When
all dimensions and clearances have been checked, fit the
water pump in accordance with the VM guidelines, using the
correct specification of coolant.
Leaking seals are the largest cause of pump failure, so it is
important to inspect the cooling system for the presence
of abrasive particles and other corrosive contaminants,
flushing and refilling with the correct specification coolant
as necessary. To prevent damaging the new water pump
seals, make sure that the engine is filled with coolant to the
correct level before starting the engine. To prevent potential
damage from thermal shock, allow the engine to warm until
the coolant has fully circulated through the radiator and all
air is bled from the system. Lastly, inspect for any leaks and
make a final check of the coolant level before releasing the
vehicle to your customer.
Both vehicle
manufacturers and INA
engineers recommend
the replacement of all ancillary drive
components when replacing the timing
belt. This includes the fitment of a
brand new water pump if it is part of a
belt driven system.
The original water pump may have
a damaged pulley, seized pump
shaft or worn bearings which could
be the cause of the initial problem,
and just fitting a new timing belt
without replacing the faulty pump and
pulley system will once again lead to
premature belt failure.
If the Timing Belt
replacement involves any
interference with the Front
End Auxiliary Drive (FEAD) system,
vehicle manufacturers are now also
recommending the replacement of both
the auxiliary drive belt and all system
pulleys (including the OAP/OAD if fitted)
to ensure that all replaced components
achieve their optimum service life.
This does make overall economic
sense, as the cost to the customer is
limited to just the parts if performed as
part of a timing belt route replacement.
Also, the auxiliary drive belt has been
fitted to the engine for the same
length of time as the timing belt being
replaced, and has therefore been
subjected to the same stresses and
strains. As modern poly-v belts are
of a similar construction and material
specification to the timing belt, it is
obviously a sensible solution to replace
this engine critical component at the
same time, rather than risk possible
future failure which may also cause
expensive collateral damage to the
newly fitted timing belt system.
A small amount of coolant
may ‘weep’ from your
newly fitted water pump.
This is a normal occurrence which can
happen until the ceramic seal pack fully
beds in.
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