GM 2.0/2.2/2.4L, Timing Replacement, Cloyes 9-4201S & 9-4202S

GM 2.0/2.2/2.4L, Timing Replacement, Cloyes 9-4201S & 9-4202S


Hi I’m Cody Smith tech support manager
for Cloyes Gear and Products, and this is version 2 of our Ecotec timing chain replacement video. We received great feedback on our first video, but we wanted to expand on the original, address some commonly asked questions, and touch on later model VVT equipped engines. Cloyes offers a full product line of
components and kits for the Ecotec engine. Here’s a look at the timing
components we will be installing in this video. Primary timing chain set, part
number 9-4201S, comes with the chain, tensioner, guides, sprockets, the cam sprocket bolts, and the new
oiling nozzle. And the 9-4202S balance shaft kit will include the
balance shaft chain, tensioner, guides, and sprockets. We also offer a primary timing
chain kit for variable valve timing applications that comes without cam
sprockets. Part number 9-4201SA. And sprocketless kits for both primary and
balanced shaft systems 9-4201SX and 9-4202SX respectively. Please visit the buyer’s guide on our website for application lookup. Timing system replacement can be done with the engine in the vehicle. To get started remove the valve cover and the front engine cover to access the timing and balance shaft components. With the covers off, but before removing any components, rotate the engine and number 1 top dead center on the exhaust stroke. This is the position the engine needs to be in for timing chain installation. To do this there are only two things you need to look at… the position of the crankshaft
key, and the timing marks on the cam sprockets. When the crankshaft key is at
12 o’clock number one is at top dead center. However you need to make sure you’re on the correct stroke. To verify the stroke make sure the intake mark on the intake cam sprocket is at about the 2 o’clock position, and the exhaust mark on the exhaust cam sprocket is at about the 10 o’clock position. If the cams are in these positions you’re all ready for disassembly. If the cam marks are opposite just rotate the crankshaft one full revolution and check again. If the timing system is failed take care and rotating individual shafts due to
possible piston to valve contact. This is an interference engine. Let’s start with the disassembly. Using a 32 millimeter, or inch and 1/4 wrench or socket, remove the
primary tensioner. Remove the upper guide. Next remove the exhaust cam sprocket
using a 24 millimeter or fifteen sixteenths wrench on the camshafts hex feature to hold the camshaft. Discard the cam sprockets torque to yield bolt. Remove the tensioner guide through the cam drive chest. Next using a 10 millimeter hex drive remove left hand guide bolt access plug then remove the left hand guide. Remove the intake cam sprocket and
discard the torque-to-yeild cam sprocket bolt. You can then remove the chain through
the top of the engine. Remove the crank sprocket. Ensure the key
stays in place. Now go ahead and remove the oil nozzle. Now we can start with the
balance shaft components. Start with the balance shaft tensioner. Now remove the
balance shaft tensioner guide, followed by the left-hand balance shaft chain guide, and then the upper guide. Now remove the balance shaft drive sprocket or inner cranked sprocket followed by the balance shaft chain. Using a 5/32 punch or drill bit in the hole on the balance shaft bearing carrier engage a tooth of the balance shaft sprocket to hold the shaft and remove the bolt and sprocket. Repeat this process on the other side. Also note this is the water pump. If you plan to replace the pump, now is the opportune time to do so. Before we get
started on the installation here are some things you need to know. Let’s start with the chains. GM has had several variations of markings on the primary and balance shaft chains over the years. Here is Cloyes current design chain with one yellow marked link and two black marked links. The same principle applies to all
the different designs. There is one uniquely marked link which always aligns to the mark on the respective intake shaft sprocket, and two similarly marked links that align to the marks on the exhaust sprocket and the crankshaft sprocket. See our current chain and instructions on our website. For those of you with a later model Ecotec engine equipped with variable valve timing… You’re gonna see a difference in the cam sprockets. VVT equipped engines use a phaser assembly as opposed to standard cam sprockets. Despite the difference in appearance and functionality there is little difference in installation. The marks on the phaser assemblies still align to the color timing marks of the
chain in the same locations, and like the earlier sprockets, the phasers will only index under the camshafts one way. The phaser attachment bolts are torqued to yield just like the non VVT sprocket bolts; however, they do have a different torque specification. Tighten VVT phaser attachment bolts to 22 foot-pounds
plus an additional 100 degrees. GM does offer a cam phaser holding tool for the torquing process; however, the process we show in this video without the tool is acceptable. If your engine is turbocharged or supercharged pay
attention to this. GM used a different inner cranked sprocket to drive the
balance shaft chain on forced induction engines. The inner cranked sprocket
included in the 9-4202S, balance shaft chain kit, will not work due to an overall thickness difference between the two designs. The original sprocket must be reused or replacement must be sourced. Cloyes does not offer this sprocket. All Cloyes aftermarket balance shaft sprockets are an improved
design that eliminate the OE cushion rings. The sprockets are a direct and
improved replacement to the originals. The sprockets are marked intake and exhaust so ensure to install the sprockets on the correct shafts. Both chain tensioners used in the Ecotec engines must be installed in their
deactivated state, and activated against the tensioner guide. The balance shaft chain tensioner uses a pin that is simply pulled after installation toactivate the tensioner. Due to the ratcheting mechanism, the tensioner cannot be installed in the activated state. To deactivate a balance shaft chain tensioner that has been installed and activated, you must turn the piston 90 degrees, compress the piston, turn it back 90 degrees, then insert the pin. Do not use any gasket or silicone when installing this tensioner. The Ecotec primary tensioner has been through three design changes. The first was a two-piece design with an o-ring. Second was also a two-piece design, but the o-ring was removed. And third is a captive one-piece design. Cloyes supplies the latest version that supersedes all previous designs. The tensioner has an internal ratcheting mechanism that requires the tensioner to bedisassembled in the event that an activated tensioner needs to be deactivated. A deactivated tensioner will allow the piston to be pulled in and out freely. This is the state the tensioner must be installed. An activated tensioner will have spring pressure behind the piston. To deactivate an activated
tensioner you must remove the snap ring and pull the inner assembly out of the
housing . Then compress and turn the cage assembly clockwise until it stops. When released the assembly should stay compressed. Now reinstall the assembly back into the housing and reinstall the snap ring. The activation process for this tensioner will be discussed later. We are now ready to start the
installation. Start by installing the improved balance shaft sprockets. Remember to install the correct sprocket on each side. Utilize the same punch or
drill bit used during disassembly, and torque the bolts to 37 foot-pounds. Next install the inner crank sprocket. Followed by the balance shaft chain. Note the balance shaft system must be
properly timed to prevent excessive engine vibrations. As I explained earlier start with the uniquely colored link of the chain and align it to the mark on the intake balance shaft sprocket. The mark on the intake sprocket should point straight up to 12 o’clock and align with the colored link. Next move over to the exhaust side and align the similarly colored link to the mark on the exhaust sprocket at about the six o’clock position. Wrap the chain around the water pump and align the other similarly colored link to the mark on the crank sprocket at about the six o’clock position. With the chain installed on all sprockets go back and make sure all marks are still aligned properly. We can now install the balance shaft chain guides. When installing the guides make
sure the chain is installed between the raised edges of the guides contact
surfaces. Start with the upper guide. Followed by the left hand guide. Then the tensioner guide. All balance shaft guide bolts torqued to 89 inch pounds. Install the balance shaft chain tensioner, and torque the bolts to 89 inch pounds. Ensure timing marks are all still aligned, and pulled the activation pin. Before installing the oil nozzle make sure the passage is free from oil sludge
and debris. Torque the bolt to 89 inch pounds. Now install the crank sprocket. We can now install the timing chain. Wrap the chain around the intake cam sprocket with the uniquely colored chain link aligned with the intake cam sprocket timing mark. Feed the chain down through the cam drive chest ensuring the chain goes around both sides of the engine
block casting bosses, and work the bottom of the chain over the crankshaft nose. Then install the intake cam sprocket and hand tighten the new torque to yield cam
sprocket bolt. Make sure the sprockets indexing features index completely into
the camshaft. Install the tensioner guide through the cam drive chest and torque
the bolt to 89 inch pounds. Install the exhaust cam sprocket with
the exhaust timing mark on the similarly color chain-link align. Loosely install the cam sprocket bolt leaving the sprocket key feature disengaged from the
camshaft. Use a 24 millimeter wrench to turn the intake camshaft counterclockwise to allow the exhaust cam sprocket indexing feature to properly engage with the camshaft. While doing this you must also make sure that the crankshaft sprocket mark aligns properly with the appropriate chain link
timing mark. If the crankshaft timing mark does not
align properly; you can slightly rotate the crankshaft by hand in the appropriate direction and try again. Once the exhaust cam sprocket is engaged, and all marks are aligned, hand tighten the torque to yield bolt. Install left-hand guide and torque the
bolts to 89 inch pounds. Next install the left hand guide upper
bolt access plug using some thread
sealant on the threads. The plug torques to 66 foot-pounds. Install the primary chain tensioner. The tensioner torquesto 55 foot-pounds. Before activating the tensioner, shift all chain slack to the tensioner side using the harmonic balancer, and note the amount of slack gathered above the crank sprocket. Verify once more that all timing marks are
still aligned properly. Now using a soft tip pry bar, or similar
tool, reach down through the cam drive chest and apply pressure to the chain at
the top of the pivoting tensioner guide. For the tensioner to activate you must
compress the tensioner approximately 1/8 of an inch then release. Once released the internal spring of the tensioner will be operational and you should notice most of the chain slack taken out. With the tensioner activated you
are now ready to torque the torque to yield cam sprocket bolts. Use a 24 millimeter wrench on the camshafts hex features as backup during the process, and tighten the sprocket bolts to 63 foot pounds plus an additional 30
degrees. Now install the upper guide. Torque the
bolts to 89 inch pounds. The engine is now in time. It is not
advised to rotate the engine by hand beyond this point. If the engine happens to be rotated, the colored timing marks on the chain will not immediately come back around and realign to the marks on the sprockets, but the sprocket timing marks will come back to their original positions every
two rotations of the crank. You can now install the front cover and the valve cover. The front cover bolts torque to 18 foot pounds, and the valve cover bolts torque to 89 inch pounds. Thanks for watching. If you have any questions
please call our tech line, and please subscribe to our Channel!

About the Author: Michael Flood

65 Comments

  1. great video, need to add how to do the bolt stretch after torquing down on the cams and crank bolt,,, the crank bolt should not be reused

  2. Thank you for posting the video, it is very helpful. I would recommend taking the time to set the engine to TDC and not just a downward stroke so that you can use the markings in the video should you accidentally let the cam or a balance shaft rotate.

    I am in the middle of the job on a 2.0 lnf turbo engine, and the balance shaft sprockets on mine do not break loose like they do in the video. Using a punch and a 3/8 drive ratchet my 5/32 punch broke from the pressure. A friend that runs a shop recommended using a small impact hoping the percussion would knock the bolt loose under less pressure, I used a titanium 5/32 dewalt drill bit this time, and with a small impact nothing broke loose, it only slowly warped the drill bit. I grabbed my larger impact to retry and broke the drill bit in half, bolt and sprockets are still on the balance shafts. Any advice would be appreciated

  3. This is such a better video than your previous one THANK YOU!! the last video said nothing about taking up the slack of the chain before triggering the tensioner which i believe is why i had slackness in my chain

  4. Hi just wondering why gm used torq to yield bolt ? Stupid shit I ever seen and even the crankshaft bolt just crazy ..

  5. I've been having a hell of a time. 2006 chevy cobalt supercharged ecotec 2.0 lsj. Bought your balance shaft and timing chain kit, because it was about that time and my thermostat had just gone out. Anyway, I'm probably going to call your hotline tomorrow. Did everything listed, everything torqued to spec.Initially, I didnt spring the timing chain tensioner, after pulling it out, it had been released. My idle was fine on turn over, no engine codes (still no engine codes). Seemed a little heavier I n vibration on the jackstands, but I've got billet mounts, so I assumed the vibration was reverberation due to it still being on stands, it having solid engine mounts, and torque damper. Any revving while the tires are on the car, and I try vibrations like my car is going to fall apart. More vibration the higher the rpm goes. Also, at TDC in cylinder on the compression stroke, my 2 o'clock on the intake says exh, where my exh (firewall side), says int at the 10-11 o'clock position. Cam sprokets only go on one way..not that it should matter, but have you heard of camshaft sprokets being reversed from the dealership? I dont think I could possibly have the timing reversed 180 degrees, because it wouldn't start nicely, or at all, or would backfire from what I'm reading? Could you shine some Insight, or is there any chance that an under or over torqued anything in the timing cover could cause the vibration? Sorry for the novel, I'm all out of ideas. My father just got diagnosed with 4 weeks to live and this is my only vehicle. Please please any help you could give would be great.

  6. Follow up – had been in and out of my timing case 3 times since. Double checked everything. Made sure balance shaft sprockets were at 37ft lbs – the problem ended up being a DEFECTIVE balance chain tensioner. It had sprung, but after a decent amount of pressure, 15lbs orso, it retracted back into its turtle shell. My car has been down about 3 weeks because of this. Do you have a better quality control option? I wouldn't think a brand new tensioner in one of your kits would be defective, but low and behold. Double check all your tensioner and push as hard as you can after you spring it to make sure it does its job.

  7. Hi. I have 2001y, z22se (147hp), with one timing chain and water pump kit I shoud bay? Sorry for My english. 😉

  8. On the balance chain tensioner after you pull the "pin" do you have to rotate the plunger?  It fits in the guide shoe better???   Very confused there.

  9. I really need to know why it is advised not to turn the motor after doing this.

    I just did this job on my car and when complete, I attempted to rotate the engine. when I turned the crank a quarter turn, I developed slack underneath the top chain guide between the cams. why is it doing this? all of my alignment marks are spot on, I turned all the slack of chain to intake cam like in the video, I set the primary timing chain tensioner and voila, same thing happens over and over. I'm afraid it's going to mess something up when I put the covers back on and go to start it.
    I had the random chain rattle to begin with which is why I started this project. when I first took the valve cover off, there was the same slack in chain as when I turned the crank a quarter turn as mentioned above after the installation of all new guides and chains. this car has the new style tensioner from factory. I have a 2010 Malibu ltz 2.4 vvt vin code "B".

  10. Question: You say #1 TDC on the exhaust stroke, but the service manual says TDC on the compression stroke. Is that due to a change in the markings, or does it really matter?

  11. my friend is getting the p016 p017 in his daughter 2011 chevy mabul 2.4 and he swap out the parts for them codes and the codes still comes back and its only has 142.000 miles dose the timing chain set needs to be replace at this time ?

  12. the black plastic guide needs to be re designed more like the metal one and the chain should be heavy duty and doesnt need to have so much slack.,,, they are taking out these engines too often !!!!

  13. What a crappy design! I've put motors in the Chevy equinox with less then 20,000 miles. Very disappointed in Chevys design👎 chain jumps bends all the valves.

  14. Hi Cloyes, thank you so much for this video. I will be ordering Cloyes timing chain kits for main and balance on my 2.4 Ecotec. Very clear cut instructions however I only want to verify one thing, I have the VVT version and the only step I'm thinking about is the one where the cam phaser holding tool was mentioned in the video. Can I substitute using the tool with just a plain wrench like shown in the video to hold the cams steady to install/uninstall the bolts? Or is there more that I am missing here? I don't want to damage the cam phasers. Any advice is much appreciated.

  15. Did this same job with OE parts back in March, noticed the kit had the 3rd design balance shaft chain included. When did the latest kit come out?

  16. Valve cover and primary cam timing chain wouldn’t have to come off to just reset the balance shaft chain tensioner, correct? A water pump was changed and now it needs to be reset

  17. So doing the turbo version with the cam sprockets without the locating lugs. Should we get sprockets (or at least try) with locating lugs? Or how can we re-install with those sprockets?

  18. My 06 cobalt ss supercharged has 130000 miles now and I've noticed about an eighth maybe even a sixteenth of an inch of slack in the timing chain between the cam sprockets. Is this something to worry about? All markings are lined up just didn't know if this was wear and tear that needs to be adressed thanks for any input

  19. Hi Cloyes. I have a question. I have a customer that just installed a new engine and they are getting a p228d code along with a p 0 0 16 camshaft crankshaft correlation fault. After pulling the valve cover and looking at the timing marks it appears that the chain inadvertently gets slack in it about every 20 to 30 degrees of crankshaft rotation. We are trying to sort out why the chain inadvertently gets slack in it during the rotation. It also has a good amount of chain noise at idle unless you command the exhaust cam to 0 degrees. You guys have any tips? Oh and this is a 2012 GMC Terrain with the 2.4 L Ecotec with variable valve timing and direct injection.

  20. I've got an 07 HHR with 2.2. It currently has 308000 miles on it. Replaced alternator is the only thing I had to do on the engine. It still has the original clutch.

  21. So… I had a customer get your kit for a 2010 Chevy Malibu. I followed this video and had a huge failure with your balance shaft kit. Following your instructions on for the torque on the balance shaft sprocket a gear tooth broke off the sprocket intake side. I was forced to reuse the old sprocket. Is it common for your part to brake when torquing?

  22. which tensioner needs to be reset after replacing the water pump that cause the whining noise? thanks..anything a help

  23. I've been dealing this problem with my Saturn ion 06 and u make it to simple. I don't have the engine out. I don't have a hoist. I'm going on two weeks without working. I need my car. These videos are helpful but show the what ifs too…

  24. Correction of my earlier statement if you're trying to teach someone how to do something by pounds get the right percentage of pounds because I just broke one of the screws trying to put it at the weight that you asked for be specific because it's 60 lb not 89 because that 60 is where it broke

  25. Made everything simple as shit. I’ve down loads of timing belts but never a chain, and was pretty nervous going into it. This was an absolute gem of a video. 10/10. Glad the engine was out in the vid. Made everything super clear. Thanks

  26. what do you do if the eyelet that retains the balance shaft into the block is broken and finding another one is deemed impossible?

  27. Any reason why my balance shaft gears are at 1:00 and 4:00 for intake and exhaust, with crank at 6:00, after replacing this chain after a water pump/timing chain swap, I have a low frequency vibration and can't figure out where it's coming from.

  28. Great video. Started on this job today, first time doing chains for me. I wanted to double check that I did everything right and I'm grateful for your professionalism. Only thing, my service manual states I think 18ft lbs plus 100 degrees on the camshaft sprocket bolts, any idea why you had a different spec?

  29. I have a 1984 OPEL REKORD and bought a new timing chain. The mechanic said he lost a certain part and told me its the Teflon bush. Is he lying. Bev

  30. I have 2003 Alero with the 2.2 Ecotec. I have no issues right now at 130K. I have read that I should upgrade the main chain tensioner with the new design. I have read reviews on Amazon that people have activated the tensioner and just installed it back into the block. Since it's already activated and will just end up applying tension back on the guide is there any problem with this method?

  31. 07 Malibu with a 2.2 I have removed cam sprocket and the chain is loose laying in there but it will not come right out the top like how you did it or the bottom like there is some type of shaft or part of block that it is wrapped around do you have any idea how to get it out

  32. 2010 Chevy equinox lt. Not sure what motor is in it as im looking to buy it soon. Anything to look for while I pick it up. Is this the same motor?

  33. On a G6 with a 2.4 with vvt. The replacement I got only has the cam gears. Can I use just the cam gears or do I need the whole gear and phasers assembly? The kit I got only had the cam gear….

  34. I followed this procedure exactly. I now have a whining noise which sounds like the balance shaft chain is too tight. This appears to be a common problem when r&r of the water pump is done. I'm really defeated since I have to take the cover off again and examine the cloyes supplied tensioner. It was installed with the pin in the deactivated state and the pin pulled after the chain and guides were installed. I'm really disappointed after buying 250 dollars worth of your products and having to take the car back apart again. I'm thinking of buying a oe tensioner to replace as insurance to get rid of the noise. The noise persists with the accecory belt removed so it is internal.

  35. Does anyone knows why the exhaust sprocket does not wants to fit I believe that the chain is placed correctly to the time it has to be

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