Timing belt difficulties on our 01 PT Cruiser Limited edition

[Bandit2014]

We are working on a head gasket job on our limited edition 01 PT Cruiser and got cylinder head, rocker arms, camshafts, camshafts sprockets all put back on but we are having problems with the timing belt, we don't really know how the tensioner really works. We got the crankshaft lined up TDC and the cams sprockets lined up perfect and put the belt on the crankshaft then to the water pump then the idler pulley the around the front then back cam sprockets and then down to the tensioner where we are like a real little bit from getting the belt over the tensioner. We tried with the tensioner opened and closed and nothing different. Are we doing something wrong that we don't see? Could someone please tell us because we are following the chilton's book 100% everything from tight sequence to 90 degrees extra on the head bolts. I'm really confused on this part of the job right now.

Thanks allot guys
Alex

[Busted_PT]

Originally Posted by Bandit2014

We are working on a head gasket job on our limited edition 01 PT Cruiser and got cylinder head, rocker arms, camshafts, camshafts sprockets all put back on but we are having problems with the timing belt, we don't really know how the tensioner really works. We got the crankshaft lined up TDC and the cams sprockets lined up perfect and put the belt on the crankshaft then to the water pump then the idler pulley the around the front then back cam sprockets and then down to the tensioner where we are like a real little bit from getting the belt over the tensioner. We tried with the tensioner opened and closed and nothing different. Are we doing something wrong that we don't see? Could someone please tell us because we are following the chilton's book 100% everything from tight sequence to 90 degrees extra on the head bolts. I'm really confused on this part of the job right now.

Thanks allot guys
Alex

Put a wrench on the cam or crank and pull the belt towards the side of the tensioner. This should allow the belt to just slid on. If your using first design tensioner The pic may not help with that part of the adjustment procedure.

HARMONIC BALANCER & CRANK SPROCKET REMOVEL AND INSTALL TOOL AND TIPS!!!!

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[wdlee]

It's been a couple years since I did mine. I remember having a hard time with that also. The Allen wrench wouldn't work. I think I had to twist it up with something else. Wish I could be more help.

[JoeX]

Originally Posted by Bandit2014

We are working on a head gasket job on our limited edition 01 PT Cruiser and got cylinder head, rocker arms, camshafts, camshafts sprockets all put back on but we are having problems with the timing belt, we don't really know how the tensioner really works. We got the crankshaft lined up TDC and the cams sprockets lined up perfect and put the belt on the crankshaft then to the water pump then the idler pulley the around the front then back cam sprockets and then down to the tensioner where we are like a real little bit from getting the belt over the tensioner. We tried with the tensioner opened and closed and nothing different. Are we doing something wrong that we don't see? Could someone please tell us because we are following the chilton's book 100% everything from tight sequence to 90 degrees extra on the head bolts. I'm really confused on this part of the job right now.

Thanks allot guys
Alex

First gen design had a small hydraylic piston that a pin held shaft retracted until the belt was on... and yes there is not much room slide it on.

[UptownSport]

Originally Posted by JoeX

First gen design had a small hydraylic piston that held retracted untile the belt was on... and yes there is not much room slide it on.

I think first design was just an idler on a spring loaded eccentric.

Hydraulic cylinder was for high RPM engines, 2.0 DOHC (Export)

[Busted_PT]

Originally Posted by JoeX

First gen design had a small hydraylic piston that held retracted untile the belt was on... and yes there is not much room slide it on.

Originally Posted by UptownSport

I think first design was just an idler on a spring loaded eccentric.

Hydraulic cylinder was for high RPM engines, 2.0 DOHC (Export)

Yes, Ted you're exactly right.

[Handy_Cruiser]

Originally Posted by UptownSport

I think first design was just an idler on a spring loaded eccentric.

Hydraulic cylinder was for high RPM engines, 2.0 DOHC (Export)

Even though likely useless to this conversation, I still feel compelled to say that my Sebring 2.4 had the hydraulic tensioner. And while the belt didn't fail, that tensioner did.

[Busted_PT]

Originally Posted by Handy_Cruiser

Even though likely useless to this conversation, I still fill compelled to say that my Sebring 2.4 had the hydraulic tensioner. And while the belt didn't fail, that tensioner did.

Good none made it to the PT line stateside.

[UptownSport]

Interesting. There was never a case of failed hydraulic adjuster on the neon forum, it was a part you never replaced. All Neons 95-99 had the hydraulic adjuster, so thats quite a few.

[Handy_Cruiser]

Originally Posted by UptownSport

Interesting. There was never a case of failed hydraulic adjuster on the neon forum, it was a part you never replaced. All Neons 95-99 had the hydraulic adjuster, so thats quite a few.

Yes. It was very odd.

At the time my Sebring Convertible had about 160K on the odometer. And while I was going to work, I noticed this "tractor" sound coming from the engine. And it continued to grow louder. I drove it 55 miles back home that day. Then I started looking for the noise. I found it was coming from under the timing cover. When I got the time, I pulled the cover and sure enough, the timing belt was flopping against the plastic cover loose, but HAD NOT JUMPED TIME.

I found there was no tension on the tensioner. The piston was stuck solid and pushed in most all the way. I put in a new belt, water pump and front seal. But ironically, I used a salvage tensioner because they wanted about $75 for the tensioner at the parts stores. And I was not accustom to buying parts online then (2005), so I just found a very nice looking used one for $5 at the salvage yard. The Sebring had way over 200K on it when I sold it. So I guess it held up fine.

PS: The 2.4 in my Sebring Convertible seems much more suited to that car than the 2.4 in my 2001 PT Limited. While not peppy like the turbo in my GT, it never seemed to lack for power. It got better fuel mileage too.