Pumpe Duse Tensioning Tool in OE Supplier

A timing component: the tool and the procedure for the PD engine, whose belt also drives the tandem pump and which does not forgive an approximation.

We are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.

Specification and fitment

• Fits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms
• Platform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.
• Engine: 1.6 and 2.0 TDI common rail, 1.9 TDI PD, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.
• Production dates: 2003 to 2022 depending on platform and engine
• Quality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is
• Part number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point
• The failure this addresses: The timing belt is the single most important scheduled job on most of these engines and it is governed by time as well as mileage. Five years is the figure that matters on a low mileage car, and a belt that has done 30,000 miles in eight years is a belt that is out of date. Every one of these engines is an interference design, which means a snapped belt puts valves into pistons and turns a three hundred pound job into a cylinder head or an engine.
• Labour time: four to six hours for a belt from the front, six to nine for a chain
• Coding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part
• Also needed: the single use crankshaft bolt, coolant where the pump is disturbed, engine oil and a filter afterwards
• Torque: the crankshaft bolt is torqued then angled and is single use on almost every engine here. The figures are in the instructions
• Interval: the belt is every five years or the handbook mileage, whichever comes first, and the five years catches more people than the mileage does. A chain is not scheduled, which is part of why the tensioner problem caught so many out
• Weight: approximately 0.8 kilograms
• Warranty: three years or 36,000 miles, whichever comes first
• Buy the kit, not the belt: Do the water pump with the belt. It is driven by the belt, it is behind the same covers, it is a fraction of the parts cost and it is most of the labour. A water pump that fails eighteen months after a belt change means paying the belt labour again, and it is the commonest false economy in this shop.
• Interference engines: every engine on this page is one. A snapped belt or a jumped chain means valves meeting pistons
• Revised tensioner: on the chain engines, check the part number you already have. If it is the original, it was superseded for a reason and that reason is why you are here
• Wet belts: Some of the later engines in this group run a belt in oil, either driving the camshafts or driving the oil pump. A belt in oil sheds material as it ages and the material collects in the oil pickup strainer, which starves the engine of oil long before the belt actually breaks. If your engine has one, the interval is shorter than people expect and the oil pickup is worth inspecting at the same time.

What arrives

• the part as described
• single use bolts where the position uses them
• gaskets and seals disturbed by the job
• printed instructions with torque figures and the tensioning sequence

Fitting

Four to six hours for a belt, six to nine for a chain. The locking tools are not optional on any of these engines and they are on this page. The crankshaft bolt is single use, and it is the cheapest part in the job and the most expensive one to reuse.

Which version to buy

If you are buying a belt, buy the kit with the water pump in it. The pump is belt driven, it is behind the same covers, it is a small part of the parts cost and almost all of the labour, and a pump that fails eighteen months after a belt change is the commonest false economy we see. The timing belt is the single most important scheduled job on most of these engines and it is governed by time as well as mileage. Five years is the figure that matters on a low mileage car, and a belt that has done 30,000 miles in eight years is a belt that is out of date. Every one of these engines is an interference design, which means a snapped belt puts valves into pistons and turns a three hundred pound job into a cylinder head or an engine.