Usually clockwise on most vehicles , but if unsure mark the belt with a bit of chalk and just flick the ignition key a little.So I want to remove the stretch belt from my Air con compressor what way does engine turn over from crankshaft pulley end ? Clockwise or Anti- clockwise?
thanks.
I agree, if I have had to do it I usually turn the pulley in the correct direction a little before starting, my theory is I do this in case it has put any slackness the wrong side of the belt so when started it could cause a snatch shock in the belt and tensioner set up.Strictly speaking you shouldn't turn the engine anti clockwise (when fitting belts)
But lots of people have done - including myself, and as far as I know its done no harm.
I grew up with chains, or even gears.I agree, if I have had to do it I usually turn the pulley in the correct direction a little before starting, my theory is I do this in case it has put any slackness the wrong side of the belt so when started it could cause a snatch shock in the belt and tensioner set up.
In the old days some timing chain adjusters especially if just hydraulic with no ratchet would push back giving slack if engine turned backwards.
I still havent grown up.I grew up with chains, or even gears.
Apart from some old Perkins diesel engines, the last gear ones I worked on were timing ones on a 2.3 Ford Granada and before that a Russian Volga Estate in the early 1970s, which was like or the actual one from the James Bond film.I grew up with chains, or even gears.
Waiting for my latest one.HAd my winter alowance letter today..
My letter arrived last week, and as I have grown up it will have been for a larger amount.I still havent grown up.
HAd my winter alowance letter today..
You are quite right and I always started the job with that in mindIf you turn an engine the wrong way there is the risk of timing belt or chain tensioners not working correctly, and the timing jumping out of correct position. Best not to risk it.
In 1952 my father purchased a 1936 Riley Adelphi 15/6 to replace a 1936 Hillman 10 with which I had grown up. The Riley had a centrifugal clutch, and a Wilson preselector gearbox. Over the years much refurbishment was done on the engine. I learnt about regrinding, bearing scraping, piston clamps, core plugs, and tube expanders among other items. The car had a vacuum driven automatic chassis lubrication system (no rubber bushes), which I think also managed to lubricate the prop shaft. Some restoration was needed to that system. The dynamo was on the front end of the crankshaft. I could mention more. My own first vehicle was a series 2A 2.25ltr diesel Land Rover. I had to learn to double declutch.Apart from some old Perkins diesel engines, the last gear ones I worked on were timing ones on a 2.3 Ford Granada and before that a Russian Volga Estate in the early 1970s, which was like or the actual one from the James Bond film.
From memory both shredded fibre and lost drive and I don't think either was repaired.
We had a customer with a Lanchester 10 with pre selector gearbox, but I don't think I was given the opportunity to drive it as a mad teenager.In 1952 my father purchased a 1936 Riley Adelphi 15/6 to replace a 1936 Hillman 10 with which I had grown up. The Riley had a centrifugal clutch, and a Wilson preselector gearbox. Over the years much refurbishment was done on the engine. I learnt about regrinding, bearing scraping, piston clamps, core plugs, and tube expanders among other items. The car had a vacuum driven automatic chassis lubrication system (no rubber bushes), which I think also managed to lubricate the prop shaft. Some restoration was needed to that system. The dynamo was on the front end of the crankshaft. I could mention more. My own first vehicle was a series 2A 2.25ltr diesel Land Rover. I had to learn to double declutch.