I'm in the process of replacing the factory timing belt and I'm a bit confused with the alignment I found with this original belt in place. The cam pins align perfectly but the crank pin is sitting at an angle pointing down toward the back of the vehicle.

I'm guessing the crank needs to advance about 1.5 degrees to bring it into alignment.

Now, if anything I was expecting the opposite. Any belt stretch or wear should show as the crank being in advance of the cams.

So, I wonder what is causing this? The only thing that I can come up with is that the alignment was bad out of the factory .

The cams should be easy to get spot on relative to each other but does anyone know what tolerance to expect on the crank timing? Am I simply being too picky?

BTW, I scoped the holes so I'm 100% sure about what I'm observing.

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If it were me, I would set it up with the crank aligned correctly. Just because it ran doesn't mean it was running as intended. Possible that your tensioner wasn't set up quite right? If that weren't taking up the proper amount of belt on that side, it might cause the misalignment.

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George Reiswig
2005 Jeep Liberty CRD
Suncoast, SEGR, lift, InMotion tune, homebrew B100
At 138k, new head & gasket, timing belt, rockers and swearing vocabulary

Yeah, I agree it can only be retimed wrt the crank and this is how I'll set it up with the new belt.

The tensioner setting shows that it has clearly done it's job to pick up the slack but any stretching of the belt should be seen as an increase in distance between the cam sprockets and crank on the RH side. This should result in a crank that is slightly advanced from it's original setting. Mine is the opposite.

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I'm actually seeing what I think may be a discrepancy in adjusting that tensioner. If I remember Sir Sam's video correctly, he put the slot of the tensioner in line with the spring? But in the manual it shows the tensioner adjusted differently on p. 9-255.

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George Reiswig
2005 Jeep Liberty CRD
Suncoast, SEGR, lift, InMotion tune, homebrew B100
At 138k, new head & gasket, timing belt, rockers and swearing vocabulary

I won't even try to wrap my head around which way your timing is off or why but it's not off much. See pg 9-243 of the 05 FSM for getting the crank in the right position (do not rotate counter clockwise). Essentially you will have to retime things so that:
1. the crank pin goes in straight (be sure to tap around the hole in the flywheel to make sure you are going into the small hole not one of the larger ones).
2. the cams will then have to be realigned so the cam pins go in properly which will probably require unbolting the cam gears - I'm a bit fuzzy here so best check with Sir Sam or geordi who know this stuff better than me.
3. the witness mark on the crankshaft hub is in the proper position - pg 9-251 05 FSM

Your memory on the TB tensioner and Sir Sam's video is correct. Frankly I'm not sure which is right but would recommend going with the factory image as that puts a tiny bit more tension on the belt than using the notch/spring setting.

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Sold to LOST member my 05 Ltd, GDE Stg II turbo + TCM tune, SunCoast TC w. Transgo kit, Steiger window regulators, Samcos, Fumoto valve, 2nd gen filter head with Lub. Spec. bleeder, Hayden clutch & 11 blade fan, inverted spare, P-1 battery, BF Goodrich Long Trail TAs, Etecno1 glow plugs, timing belt at 50K miles/8 yrs