Timing belt tensioner failure S70 T5 1998

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bgrandjacques

I changed the timing belt at 60,000 miles and was getting ready to
change it again at 130,000 miles. Unfortunately the tensioner failed at
125,000 miles. The engine is shot.

Only 2 cylinders are still good. Why cannot Volvo design cars where the
engine survives in case of timing belt failure? I understand that other
manufacturers can do it.

This was my fifth Volvo -- I always had 240's since 1971 and could go
to 200,000 or 250,000 miles on each one. I am sorry to see that the
S70 is not such a strong design. I had the following problems:

1. calipers on front left. $600
2. calipers on front right. $600
3. power steering $1,200
4. bad ABS board $600
5. leaking air conditioning heat exchanger $ 1,200

This last problem is the end. I cannot afford to repair the car.
Good bye Volvo.
 
The old Gray Goose just ain't what she used to be, I guess. My 740
8-valve does have a non-interference engine, and would be fine if the
timing belt failed. My only guess is that performance has taken
priority to these type things.

Buy a newer Honda, Toyota, Nissan, VW -- and pick up an old Volvo to
tinker with on the side.

G'Luck!
 
Only 2 cylinders are still good. Why cannot Volvo design cars where the
engine survives in case of timing belt failure? I understand that other
manufacturers can do it.
Click to expand...

Who can do that with 4 valve technology, in the past with 2 valves it was
possible.

Niels
 
In <[email protected]>,
Niels Bengaard said:
Who can do that with 4 valve technology, in the past with 2 valves it was
possible.
Click to expand...

Most other manufacturers who use a DOHC design use a timing chain, which is
less likely to give way than a timing belt. Although operation is much
noisier.

AC
 
Aawara said:
In <[email protected]>,


Most other manufacturers who use a DOHC design use a timing chain, which is
less likely to give way than a timing belt. Although operation is much
noisier.

AC
Click to expand...
Doesn't help anyway, the chain tensioner gives way instead and the
pistons still hit the valves.
 
Only 2 cylinders are still good. Why cannot Volvo design cars where the
Doesn't help anyway, the chain tensioner gives way instead and the pistons
still hit the valves.
Click to expand...

Exactly, it was the tensioner that gave way not the belt. But it´s right
that a chain is muck more strong.
You never see broken belts on the 23 mm wide cam belts on 850 / S-V70
models, it lasts 8 years or I believe 96000 miles.
The problem in this case is most likely that the tensioner needs to be
visually serviced from time to time and changed if looking bad.
Furthermore you need to adjust / check the tension on it. Dont know if it
was adjusted properly when he changed the belt at 60.000 miles.


Niels
 
Man, sorry to hear about the loss. This is coming from someone who also
has a 1998 S70 T5 but was miraculously saved from the exact same disaster.
One night, I was driving home, and the engine was making an odd sound. I
had no clue it was the timing belt coming off its path. I was able to make
it home w/o incident, and when I popped the hood, I could see that the
belt had burned its way through 75% of the cover of the timing belt
compartment.

After great advice from this group that night, I rented a car for the rest
of the week and had the car towed to my mechanic the following weekend.
The tensioner had fallen apart and lost all its bearings. At this point, I
would recommend that all mechanics replace the tensioner when replacing
the belt. The extra cost is worth it!

Mike
 
I changed the timing belt at 60,000 miles and was getting ready to
change it again at 130,000 miles. Unfortunately the tensioner failed at
125,000 miles. The engine is shot.

Only 2 cylinders are still good. Why cannot Volvo design cars where the
engine survives in case of timing belt failure? I understand that other
manufacturers can do it.

This was my fifth Volvo -- I always had 240's since 1971 and could go
to 200,000 or 250,000 miles on each one. I am sorry to see that the
S70 is not such a strong design. I had the following problems:

1. calipers on front left. $600
2. calipers on front right. $600
3. power steering $1,200
4. bad ABS board $600
5. leaking air conditioning heat exchanger $ 1,200

This last problem is the end. I cannot afford to repair the car.
Good bye Volvo.
Click to expand...

Many modern engines are interference designs. If it were me, my big
complaints would be that the tensioner failed. I've also heard stories
of failed water pumps blowing up these engines. Ouch.

John
 
John Horner said:
[email protected] wrote:

Many modern engines are interference designs. If it were me, my big
complaints would be that the tensioner failed. I've also heard stories of
failed water pumps blowing up these engines. Ouch.
Click to expand...
Sadly, it is a common tale. I have known two people (one a family friend)
whose Ford Escorts didn't survive until they were paid off because the water
pumps seized. I forget which engine they used, but the damage was extensive.
Our family friend had a neighbor (now her husband) take a look - there were
chunks of valve seat embedded in the pistons.

Mike
 
Michael said:
Sadly, it is a common tale. I have known two people (one a family friend)
whose Ford Escorts didn't survive until they were paid off because the water
pumps seized. I forget which engine they used, but the damage was extensive.
Our family friend had a neighbor (now her husband) take a look - there were
chunks of valve seat embedded in the pistons.

Mike
Click to expand...

It seems clear that driving the water pump from the timing belt is a
very poor design. Much better to drive the water pump from the
accessory belt like the alternator, p/s pump, etc. . That way a failed
water pump is unlikely to grenade the engine.

I wonder what genius engineers made the decision to put the water pump
on the timing belt ????

John
 
This last problem is the end. I cannot afford to repair the car.
Good bye Volvo.
Click to expand...

Funny to see all the people complaining only write one message and then no
more from them.
Why writing then?

Niels
 
John Horner said:
It seems clear that driving the water pump from the timing belt is a very
poor design. Much better to drive the water pump from the accessory belt
like the alternator, p/s pump, etc. . That way a failed water pump is
unlikely to grenade the engine.

I wonder what genius engineers made the decision to put the water pump on
the timing belt ????

John
Click to expand...
You and me both! I guess the theory was that the water pump would always
turn when the engine did, and another belt wasn't necessary. In any event,
they didn't ask us what we think.... :-(

Mike
 
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