Quick question.
Is the timing mark on the harmonic balancer pulley supposed to line up with the marks on the washers book-ending the crank sprocket?
Thanks


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"Do you think that's air you're breathing now'? (The Matrix 1999) '94 940T (463K+), 92 245 (300K+), 90 740 (148k)

The timing marks on the harmonic balancer will coincide with the timing check marks on the plastic timing cover and have nothing to do with the marks for the timing belt.

I've ignored that straight line in the drawing for years. #1 TDC, crank pulley lined up, camshaft dot to dot.
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Post Back. That's whats makes this forum work.

Hi Andrew,


Please watch this video, it may help. Hope you feel better. As always, thank you.


https://www.youtube.com/watch?v=7eIFWUbSZTw

Sure looks easier sitting on an engine stand!
Dan

Dear Andrew in AL,

Hope you're well. No!!! The outer timing belt guide washer's notch must be seated onto the crank sprocket's projection. Then, the harmonic balancer (crankshaft pulley) must be seated onto the crank sprocket's projection. These two parts - the guide washer and the crank pulley - will be "locked" into place on the crank sprocket's projection, once the crank pulley's center bolt is tightened and torqued to specification.

Because the crank sprocket's projection is about 1/16" - after the guide washer has been installed and seated - care is required to ensure the crank sprocket's projection is aligned exactly with the crank pulley's notch. Once that's done, the crank bolt needs to be tightened and torqued to specification.

Once the crank pulley has been torqued to spec, the crank pulley's timing marks (on the top edge of the outer, belt-bearing ring) have to be aligned with the camshaft pulley, which mark must align with the mark on the inner timing belt case, as is shown in the diagram. Thus, the properly-torqued crank pulley has to be turned, so that its timing mark is aligned with the camshaft sprocket.

Unless your car's distributor is mounted at the front of the engine, the position of the large sprocket - just above and to the right of he crankshaft sprocket - does not matter.

Hope this helps.

Yours faithfully,

Spook

Thanks guys..

The reason I ask is the mechanic who apparently missed the indentions

...and torqued it down out of alignment (thus detroying the nub on the crank sprocket)

....keeps saying something about the #1 & #4 cylinders being at top dead center, and the mark on the HB being well off to the right of the line in the picture.

Over the years I have only worried about cylinder #1. I have to wonder why he keeps dwelling on #4 having to line up as well.

Anyway, I am trying to get him though this without any more mishaps. He knows a lot and works on Mercedes and lesser cars, but there is much he does not know about older bricks.

PS.. just for info, I have been dealing with a medical condition for about a year, and my stamina is a bit down.
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"Do you think that's air you're breathing now'? (The Matrix 1999) '94 940T (463K+), 92 245 (300K+), 90 740 (148k)

I think both you and the mechanic are focusing on the wrong things. You are confused by his insistence on referring to TDC of 1 & 4. Both ARE at TDC when the crank gear is aligned with the mark on the INNER timing cover. However the distinction is made when the timng belt is installed - with the cam aligned with the appropriate mark--making #1 TDC on the COMPRESION STROKE and #4 TDC on its EXHAUST STROKE. In order not to confuse matters he should not bring in #4 as a factor. With the cam aligned properly and the crank gear aligned #1 will be at the correct TDC compression stroke and that's that.
He should stop thinking about the mark on the crank PULLEY -- that mark is made to align with the scale on the OUTER belt cover -- and looking from the front, it is to the right of the INNER cover mark. If the crank gear and washers are installed correctly on the crankshaft and the crank pulley is installed correctly on the NUB of the crank gear you have a proper installation. -- Dave

Dear Andrew in AL,

Hope you're well. You need to find another mechanic. Your mechanic is seriously incompetent. He may have been a mechanic for 30 years. That matters not.

Changing a timing belt on a B230 engine does not require more than basic competence. Your mechanic has repeatedly failed to do this correctly. He wasted a lot of your time and imposed stress.

He is not to be trusted with the doing of any mission-critical work, i.e., where error creates danger to life and limb. Thus, he can be trusted to change an interior light bulb or to replace a piece of plastic interior trim. But I'd not let him go near tires, engine, etc.

Hope this helps.

Yours faithfully,

Spook

#1 piston has to be at the top, and both valves closed for the compression stroke. Then you can align the other shafts for correct timing. I hope he has replace the belt sprocket with the damaged nub?
Dan

He has new parts.
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"Do you think that's air you're breathing now'? (The Matrix 1999) '94 940T (463K+), 92 245 (300K+), 90 740 (148k)

When you line the timing marks correctly, there is only one way the HB attaches to the crankshaft due to the key / nub on the gear sprocket and the keyway on the HB.. I don't think it lines up on this straight line.
Dan