are you on about the ti-vct or the normal, I changed mine at 35k miles on my 55 plate ti-vct was alot easier than I thought, two problems i found though,
The crank pulley isnt keyed so in other words once you remove the bolt the pulley spins freely so make sure the timing is 100% set before removing the bolt, I bought a sealey kit when doing mine and locked the crank with the locking pin and used the flywheel locking tool aswell, the bolt is really tight to undo I used an air impact wrench for 30 minutes and gave up as it was just not budging, ended up using a 1inch drive 8ft breaker bar a piece of wood to support the bar and jumping on the end of the bar whilst someone hit the socket with a sledge hammer (small hammer wasn't doing it) it came off in a couple of minutes.
for my ti-vct there is a special tool that locks the ti-vct cams, for the normal 100bhp its a bar that seats in the back of the camshafts.
When refitting it is vital the bolt is tightened to the correct torque as if it isnt it could undo causing piston to valve contact.
Belt wise, I did buy both ford kits (to confess I did return the timing belt kit and bought a gates instead)
The drive belt kit is vital as the belts are stretch belts and the kit comes with the tool needed to fit the belts.the belts are Dayco.
In the ford timing belt kit it included the timing belt (gates) tensioner and two bolts depends on which length your car has, I returned the ford kit for a gates kit purely for cost i was only a student when doing it so money was very tight and considering the gates kit is exactly the same I thought why not.
Make sure that there is pre applied loctite to the threads as it is vital.
I still have my locking kit and was planning to stick it on ebay.
Instruction wise it depends if it is a 100bhp or 115bhp (ti-vct) as each uses the locking tools in a different way.