1.4 FR ACT cambelt change.
- Thread starter SaracenUK
- Start date
Can't say I know. Much about this engine but that does sound high. I'm assuming that includes a water pump / tensioner full kit replacement also?. But thing is to call a few other seat dealers for a price comparison.
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.maybe look how much a vw specialist charges but check the reviews in the place should you dec8de to go that option. Don't scrimp 9n the job for cost. I did that w8th my punto. Went to another generic garage instead of fiat paid half the amount bit I feel like car is not 100% the same.
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Not if the water pump is not faulty and it is located at the other end of the engine.
Water pumps used to get replaced along with the maybe every other cambelt, when they were driven by the cambelt as needing to go back in and replace a water pump meant all the labour and probably parts already used to replace the cambelt, with just a small extra charge to replace the water pump.
Water pumps used to get replaced along with the maybe every other cambelt, when they were driven by the cambelt as needing to go back in and replace a water pump meant all the labour and probably parts already used to replace the cambelt, with just a small extra charge to replace the water pump.
Yep, been doing some digging and it appears that the 1.4 TSI ACT engine is the EA211, CPTA variant with the water pump in the thermostat housing on the opposite side to the cambelt !
Perhaps the service advisor was unaware.
I feel a call is required to ask them why they quoted £700 when the online system is only £399. Assume they'll say the waterpump needs doing at the same time. I can then smugly state the waterpump is on the opposite side, so why.
Besides, I thought these new engines had belts for life......
https://www.motorreviewer.com/engine.php?engine_id=116
Perhaps the service advisor was unaware.
I feel a call is required to ask them why they quoted £700 when the online system is only £399. Assume they'll say the waterpump needs doing at the same time. I can then smugly state the waterpump is on the opposite side, so why.
Besides, I thought these new engines had belts for life......
https://www.motorreviewer.com/engine.php?engine_id=116
Personally, I'll be waiting 6 years before getting the belt replaced on my wife's EA211 1.2TSI 16V engine in her 2015 Polo.
Yes, these belts are made from better or more suitable materials than the belts in the past - but, I'd doubt if VW Group bothered to upgrade all the rollers and tensioners etc, and in the past, I suspect if you had access to the workshop data, it was never a simple breaking/breaking up timing belt that was the root cause of engine destructions, more like a roller or tensioner or water pump - and any of them having issues can wipe out the timing belt.
I feel getting these belts replaced at a certain period in time can only be a good thing as it could allow your workshop to discover a noisy/failing belt circuit component - I have not read that linked topic, but I think that the VW Group recommendation is to, starting at a certain point in time, remove the top cover and examine the timing belt over its entire circumference, as then if necessary take action.
Edit:- I'd be getting the auxiliary belt replaced at the same time as if it or any of its associated components fail and throw it off, it could easily find its way into the timing belt area and cause serious trouble - ie same as a timing belt failure.
Yes, these belts are made from better or more suitable materials than the belts in the past - but, I'd doubt if VW Group bothered to upgrade all the rollers and tensioners etc, and in the past, I suspect if you had access to the workshop data, it was never a simple breaking/breaking up timing belt that was the root cause of engine destructions, more like a roller or tensioner or water pump - and any of them having issues can wipe out the timing belt.
I feel getting these belts replaced at a certain period in time can only be a good thing as it could allow your workshop to discover a noisy/failing belt circuit component - I have not read that linked topic, but I think that the VW Group recommendation is to, starting at a certain point in time, remove the top cover and examine the timing belt over its entire circumference, as then if necessary take action.
Edit:- I'd be getting the auxiliary belt replaced at the same time as if it or any of its associated components fail and throw it off, it could easily find its way into the timing belt area and cause serious trouble - ie same as a timing belt failure.
I have the 1.0 95hp EA211 engine in my Ibiza ST and I've just bought the new Haynes manual which (luckily for me) covers this engine. Unfortunately for you it doesn't seem to cover the 1.4 ACT but I think the timing belt is very similar on both engines. As my car is now out of warranty I'm intending to do my own servicing and maintenance tasks so I've been reading my way through the manual. The timing belt doesn't look all that difficult to do, but not really easy either - Of course, as is common these days, you need to buy a set of locking tools. The crank seems to be locked in place with a peg which inserts to the side of the crankcase and the cam pulleys have to be slackened, so they can spin on their shafts - as is common with many manufacturers these days - then retightened when installation is completed. To install the cam locking tool you will need to remove the water pump pulley cover thus exposing the toothed (synchronous) belt which is driven from the back end of the exhaust cam, so I think I would take the opportunity to fit a new water pump drive belt whilst I was in there. The Haynes manua also says that whilst the job can be done with the engine mount in place the catalyser shield makes access difficult so probably best to remove it. It also says the thermostat housing has to be removed so partial draining of the cooling system is needed. So, considered in the round, probably not a job for a novice, obviously, but pretty average as belts go? Can't see where the £700 might come from. By the way, I too remember reading that the belt is a "for life" fitment and, when I was looking at the car before buying, the dealer was unable to give me a recommended change interval. There was a whole lot of other stuff they couldn't tell me either! However my local indy VAG workshop recently recommend a five year life for it (I don't cover the mileage) I wonder if they're all just "playing safe" as 5 years seems to be the previous recommendation for many installations?
When I took my 2000 VW Passat 4Motion in for a cambelt change when it was about 8 years old, the service advisers could hardly stop sniggering, same for a tech who was called to when I told them it had a timing belt.
Eventually they went to check up on their workshop data base - and guess what, it did have a cam belt, no apologies or anything, just stopped sniggering, professionals, I don't think so always.
Eventually they went to check up on their workshop data base - and guess what, it did have a cam belt, no apologies or anything, just stopped sniggering, professionals, I don't think so always.
Definitely report back with what they say seems so odd it is basically double the price especially if water pump repalcemnment isn't included.
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I had a lot of questions when I was researching my Ibiza 1.0 back in early '16. Does it use a dual mass flywheel? What's the chromed component on the inner O/S wing? (since discovered it's a vacuum pump) Can I get a full size spare in the boot? Has any provision been made to address inlet tract carbon fouling? (that one seemed to really puzzle them) Can I switch off hillhold? (I already knew stop/start can be disabled) What exactly is that electric water pump doing and what happens if it fails? There were many more. I couldn't find any sales people who had any idea and, of course, workshop people - not receptionists - are far too busy to speak with you. I suppose most people aren't going to ask this sort of stuff but a few of us will. Oh, I too ran into great confusion over whether it had chain or belt driven cams. I actually knew it had a belt - which was a major factor for me considering the previous chain fiasco - but when I mentioned this in passing the young sales person corrected me saying it had a "reliable" chain so I wouldn't need to worry about periodic belt changes. At least I was able to disabuse him of that opinion!
My wife used to get very embarrassed at my questions that confused sales people - but they really should know enough about their products other than possible length of finance deals. I remember we were looking casually at Fiestas in Cochranes must have been just after they seemed to have started employing a younger West coast sales team - "nice sporty wheel covers that one" - that put her off a bit and meant that we moved onto Alexanders and found a very slightly used Fiesta 1.6 SI 16V hiding in the underground car park - after asking a few questions got the keys and took it for test run and bought it, best car she has ever had in terms of features and performance, pity I treated her to a more "up market" VW Polo 1.4 16V SE loaded with all the extras - but with a 75PS engine that was a slug and a very greedy one at that!
Vacuum pump, when I looked under the bonnet of my mates T-Roc for the first time, I spotted a shiny metal thing, took a picture of it as it had the part number on it, but guessed what it was, Google confirmed that! I keep meaning to look and see where the brake servo pipe ends up on my wife's 2015 1.2TSI Polo, on my 2011 S4 that pump is camshaft driven.
Vacuum pump, when I looked under the bonnet of my mates T-Roc for the first time, I spotted a shiny metal thing, took a picture of it as it had the part number on it, but guessed what it was, Google confirmed that! I keep meaning to look and see where the brake servo pipe ends up on my wife's 2015 1.2TSI Polo, on my 2011 S4 that pump is camshaft driven.
Ah, Alexanders, Cochranes - Brings back the memories (cue the violins!) Actually a chap I used to work with, when I taught a basic course in motor repair and maintenance, had previously been a warranty claims manager at Alexanders! A very nice chap and a good person to work with.
Regarding the vacuum pump we were mentioning. I find the way it's plumbed in very interesting. If you follow the line coming out of it - and there is just the one, made from hard nylon I think? - it goes round the back of the engine where it splits of, in a "Y" junction, with one leg of the "Y" going to the servo and the other goes on right round the back of the engine (wrapped in tin foil, to protect from the heat of the turbo no doubt) then forward round the "back end" of the cylinder head/block and plugs into the side of the water cooled intercooler - no doubt so it can pick up on manifold vacuum. There is a wireless throttle butterfly acting before the intercooler - so between the turbo and inlet manifold - so I'm guessing that under idle or overrun conditions the manifold probably experiences a degree of "vacuum". There is also, what I'm taking to be, a one way valve (can't see that it can possibly be anything else) in the line just a wee way up the pipe from the electric pump and there's another one in the line behind the cylinder head. These valves would ensure that any vacuum formed in the pipe to the servo would be maintained. There is also a sensor of some sort in the vacuum line which is mounted on the servo side of the two one way valves so, I would guess, is monitoring vacuum supply to the servo and will tell an ECU to kick off the vacuum pump whenever there is insufficient vacuum available to the servo. Complicated Eh? I typically keep my cars for very long periods of time. The last one, a 1.9tdi Cordoba vario, I had for nearly 19 years. Every time I look at this new Ibiza I just think it's very unlikely that all this complexity will mean I can rely on it to last like the old Cordoba did!
Regarding the vacuum pump we were mentioning. I find the way it's plumbed in very interesting. If you follow the line coming out of it - and there is just the one, made from hard nylon I think? - it goes round the back of the engine where it splits of, in a "Y" junction, with one leg of the "Y" going to the servo and the other goes on right round the back of the engine (wrapped in tin foil, to protect from the heat of the turbo no doubt) then forward round the "back end" of the cylinder head/block and plugs into the side of the water cooled intercooler - no doubt so it can pick up on manifold vacuum. There is a wireless throttle butterfly acting before the intercooler - so between the turbo and inlet manifold - so I'm guessing that under idle or overrun conditions the manifold probably experiences a degree of "vacuum". There is also, what I'm taking to be, a one way valve (can't see that it can possibly be anything else) in the line just a wee way up the pipe from the electric pump and there's another one in the line behind the cylinder head. These valves would ensure that any vacuum formed in the pipe to the servo would be maintained. There is also a sensor of some sort in the vacuum line which is mounted on the servo side of the two one way valves so, I would guess, is monitoring vacuum supply to the servo and will tell an ECU to kick off the vacuum pump whenever there is insufficient vacuum available to the servo. Complicated Eh? I typically keep my cars for very long periods of time. The last one, a 1.9tdi Cordoba vario, I had for nearly 19 years. Every time I look at this new Ibiza I just think it's very unlikely that all this complexity will mean I can rely on it to last like the old Cordoba did!
Strange, I would have thought that it was always the electric vacuum pump that supplied the vacuum, but that it seems to have a pressure sensor on it to warn of vacuum failure, I'm sure that I've read on a forum somewhere that the owner had had a "brake functionality limited" warning and it was thought to have been caused by a faulty vacuum sensor as the brakes operated okay.
You don't think that that other branch is going to "power" something else and not an alternative source of vacuum?
I would have thought that once a designer had worked out that a vacuum pump was needed, they would ignore using the induction depression for the few time it is available on a turbo charged engine.
You don't think that that other branch is going to "power" something else and not an alternative source of vacuum?
I would have thought that once a designer had worked out that a vacuum pump was needed, they would ignore using the induction depression for the few time it is available on a turbo charged engine.
Aye, all a bit strange isn't it. If it were a diesel, with no throttle butterfly, I'd entirely agree with you - that is to say with no restriction in the manifold there is no usable manifold vacuum hence why they all have vacuum pumps. However with this set up there is a butterfly/throttle body on the intercooler inlet, that is after the turbo. So the turbo can only push air into the manifold if the butterfly is open? On overrun I guess manifold vacuum would be similar to a conventional N/A engine because the butterfly is closed? Unless the ECU is doing "clever" things? It's "bothering" me that I don't really know. We are out to Newton Grange every week to look after grandchildren. With a new baby having just arrived we are likely to be out there quite a bit over the next few weeks. One possible route takes us right past the door of AVW so I'll pop in and see if they can comment. If I learn anything revealing I'll come back on and let you all know. If they don't seem too pushed I'll ask about cambelt change intervals too.
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