timing belt

["Brandon Hull" <brandon@cardinalventures.com>]

>90 20V
>Three bolts on the timing chain backing plate had some kind of >blue stuff
at the ends.  Is this some kind of sealant.  What can I use
>there?

I used Lok-tite blue.

>The crankshaft bolt had some kind of green corrosion inhibitor
>on it.  I was thinking of using a copper based anti seize compound, >I
think it is called fel-pro on and off.  Is this acceptable?

You want a thread lock, not anti-seize.  Again, I used Lok-tite blue.
Remember also that torque levels here are 330 lb ft., not the 258 or so in
Bentley, which is adjusted for their special extension.  I bought a 24" 1/2"
extension from Harbor Freight, slide a 3' length of pipe over it, and had my
110lb wife hang on the end of it til it quit turning.

>The engine block where the water pump goes has a ring of >corrosion where
the pump body mates.  I wire brushed it off and >there is a slight
depression.   Has anyone had one leak there?  Is >this typical?

Annoying.  It didn't appear on mine.  Might not hurt to soak O ring with
silicon.  If the groove is really deep, and located right where the new
o-ring rests after the belt is tightened,I might be tempted to experiment
with one of those liquid-weld materials.

>I turned the stud that is pressed into the head to hold the timing
>belt cover with a pliers thinking it was threaded and that was the >way
>to get the backing plate off without removing the timing belt pulley
>on the camshaft

Mysterious.  I'm certain this was threaded on my engine, I remember double
nutting (?) it, and backing it out  to better adjust depth of the cad-plated
nut that holds the cover on.  Are you _sure_ it's not threaded?  Anyone
else?  BTW, as discussed in the archives, many folks simply cut the plate in
half with a whizzer or a dremel cut-off tool.  I was made two tiny cuts in
the side, bent it nearly in half, then rotated it up where it could be slid
out from behind the camshaft pulley.  But the engine was out of the car on a
stand, etc.

Brandon
'91 ersatz S2 2B