Garages tell people all sorts !
C180 K timing chain and sprocket kit
- Thread starter Momo220
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ampwhu
Active Member
so if I aim for a 2013 onwards, I will avoid this trouble. sound advice there.
thanks
thanks
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...just make sure it's the M274 engine
Old spanners
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Looks like this problem effects the CGI 271 engine and not the earlier 271 kompressor engine ....just make sure it's the M274 engine
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From what I read... the earlier Kompressor engines suffered from timining gear failure at around the 100k miles mark. MB modified the timing chain for the Turbocharged CGI engines, but the modified chain is prone to failing at around 30k-40k miles... so ultimately all M271 engines are affected. Said that, there are many W203 and W204 out there with perfectly healthy M271 engines, so it's the luck of the draw.
Old spanners
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Doesn't really inspire confidence in the M271 petrol engines used in the W203/4 and makes changing a timing belt every 40K look cheap and easy.
Once they reverted to single row chain in pursuit of reduced frictional losses the advantage of a chain over a belt was lost as the chains last no longer but cost 10 times as much to replace. Owners would sleep easier knowing only a belt change was needed at modest cost.
Even though they can no longer engineer a chain drive properly MB seem to turn their nose up at belts. Has their ever been an MB engine with a belt ?
Even though they can no longer engineer a chain drive properly MB seem to turn their nose up at belts. Has their ever been an MB engine with a belt ?
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Interesting discussion here:
Mercedes-Benz A-Class - Renault engine! | Motoring discussion | Back Room Forum | Honest John
Mercedes-Benz A-Class - Renault engine! | Motoring discussion | Back Room Forum | Honest John
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I had an Omega for 4 years, another Omega for 7 years, and a Scenic II for 5 years.
Each car had the timing belt replaced once during my ownership. I doubt these belts got replaced again before the cars perished.
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I did have a belt go on a 1.8L Diesel Escort.... and wrecked the engine. It was a company car I was driving at the time (well over 20 years ago...) so I am not sure how well it was maintained.
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Most of teh causes of the chain wearing is lack of oil top ups. They do use oil and its very low when the light comes on.
MrC200K
New Member
I had the same problem a year ago with my C200K but I didnt want to order FAI. I had a Navara and my FAI timing chain lasted ~7000 miles before it snapped. BGA and genuine Mercedes stuff seemed just too expensive.
I ordered the timing chain kit and these cam sprockets from here: Mercedes Benz C180K C200 M271 Timing chain kit
After a year everything is ok and no quality issues. My wife loves the car so I think we keep it for a while. At some point every make has some issues.
I ordered the timing chain kit and these cam sprockets from here: Mercedes Benz C180K C200 M271 Timing chain kit
After a year everything is ok and no quality issues. My wife loves the car so I think we keep it for a while. At some point every make has some issues.
I have had a timing belt go on a Mark 3 Cortina,but as it was a over square 2 litre engine it did not wreck the engine as it would have had it been the 1.6 I agree most belts only need changing once in the life of the car,well most cars.
grober
MB Master
If belts are good enough for Ferrari and other multi-cylinder exotics that rev to 6,000 plus- I reckon if you change em at regular intervals------ etc etc
Part of the problem now stems from engine accessibility. Power plants are now hung with a plethora of emission/power related devices egrs turbos precats/filters etc assembled at the engine plant--- they are then "shoehorned" into increasingly compact engine compartments for packaging/safety reasons making routine service operations far more time consuming- particularly true of fwd models.
Manufacturers should adopt a far more modular approach at the design stage allowing easy complete power plant removal for servicing--- quick connect devices for all engine main services/connections and a drop down engine module /frame to allow factory type access to all engine components. This servicing accessibility disadvantage is going to become more apparent as electric powered cars with their reduced servicing profiles make more of an impact on the market.
Part of the problem now stems from engine accessibility. Power plants are now hung with a plethora of emission/power related devices egrs turbos precats/filters etc assembled at the engine plant--- they are then "shoehorned" into increasingly compact engine compartments for packaging/safety reasons making routine service operations far more time consuming- particularly true of fwd models.
Manufacturers should adopt a far more modular approach at the design stage allowing easy complete power plant removal for servicing--- quick connect devices for all engine main services/connections and a drop down engine module /frame to allow factory type access to all engine components. This servicing accessibility disadvantage is going to become more apparent as electric powered cars with their reduced servicing profiles make more of an impact on the market.
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I think that another key differentiator is that a belt can go at any time with no warning - in most cases the giveaway signs of imminent failure will require visual inspection, which most owners don't often do. Hence why belts are changed pre-emptively at given intervals.
A failing chain tends to give plenty of notice by becoming loud and rattling many miles begore it will actually fail. But sadly many owners tend to ignore these warning signs...
A failing chain tends to give plenty of notice by becoming loud and rattling many miles begore it will actually fail. But sadly many owners tend to ignore these warning signs...
Lots of years ago when faced with a big V8 engines and a belt change we used to cut the belt on the top pulley using a sharp stanley knife,you got the engine idling then carefully found the centre of the belt and pressed down with the knife cutting the belt along the middle , then you stopped the engine,you then released the tension on the belt slid off the outer half and put the new belt on halfway then you cut the inner bit of belt and put the new belt on completely then put the belt under tension and started the engine up,new belt fitted no problem with timing.
