Verdrehwinkel nach ZR-Wechsel | Posts 32+

OK, that means:

(1) BOTH are significantly late.

(2) During assembly, the left-hand side wheel was not pressed in firmly enough (or possibly not at all), as the instructions specify.

Do you agree with these assumptions?

m;

I agree with (1).
Regarding (2), I cannot comment due to the lack of a tangible example.

Quote:

During assembly, the NW wheel was not pressed firmly enough to the left (or possibly not at all), as the instructions state.

You mean that when adjusting or connecting the ZR (likely referring to a component), there wasn't quite enough pre-tension on the draw side (Wapu)? That's quite possible. If you have a little too much of a good thing, you'll be at -2.5°.

Simply detach it from the rotating mechanism. That's all that's needed.

I've been thinking about Ulf's theory.

As the RPM increases, the ZR doesn't get longer; it should be that stable.
I'm more likely to imagine that it's swinging.
The tension roller on the empty drum side will release.
The oscillations "consume" length.

So, since more "ZR" is being consumed on the train side, the NW (presumably referring to a process or variable) can only shift in the direction of "earlier."

Since the BMR is moving from 2.23 to 3.xx, it's already "quite early" in the process.

Hm? Which theory is more likely to be correct?

m;

Quote:

Hm? Which theory is more likely to be correct?

The law of inertia... at least when accelerating quickly. The BMR uses an oval-shaped sprocket, which reduces the amount of bouncing. My old AJM would always lean towards the positive direction when accelerating or revving up.

dieselmartin wrote:

As the rpm increases, the ZR doesn't get longer - it should be that stable.

Theoretically, yes. However, in practice, the forces acting on the piston due to the increasing injection pressure and duration become so high that the connecting rod is actually stretched.
Since the injection pressure in a direct injection (DI) engine increases with the speed of the PDE (piezo direct injector) piston, which is directly coupled to the engine speed, the injection duration (ZR) becomes longer as the engine speed increases (at wide-open throttle, below the rev limiter).

Look, I thought the oval shape only helped to smooth out the torque curve a bit. The angular velocity isn't changing, and the speed of the timing belt is only changing by a homeopathic amount...

Hello,

I have a basic question about this and my BKD engine, where I just performed a timing belt replacement.

Rotation angle of -2.2 degrees / cold.
Tensioner always perfectly calibrated, cold or hot.
NW gear, exhaust side, clamped precisely according to specifications using this counter-holder.
"The positioning is accurate, but the NW positions require some "force". However, the four pins I have aren't all exactly the same thickness, with a variation of approximately ±0.05 mm."

Performance and everything else is also normal.

Should I make any further changes here, or should I just leave everything as it is?


Thank you for the information.

SG
Alevuz.

If you are satisfied with the driving characteristics, you can leave it as it is.

Best regards, Rainer.

Hello...

Thank you for the information.

SG