Timing Belt Replacement: Bent Valves?

Good day, dear forum.

Car: VW Passat, 10/2006, 2.0 PD 16V TDI, 170 hp, engine code: BMR.

Briefly, here's some background:
My father, a confirmed bachelor.
(hasn't had a timing belt replacement done in 10 years...). He really wanted to change the timing belt himself...

Result: He used the wrong indexing tool for the crankshaft (4 teeth difference, using a 1.9 TDI tool instead of the 2.0 TDI tool or the tool made before 2004), and he didn't properly index the camshaft gears (the pins were aftermarket and didn't fit correctly into the cylinder head bore).
The car won't start... He called me and I drove over to him.

I have now properly adjusted the valve timing using the correct tool, it starts immediately, and it runs very smoothly at idle!
No rattling or similar noises.
When standing still and giving it full throttle, there are no noises, but it slowly starts to rev up... there's a bit of white smoke when giving it full throttle.


Then, a test drive...
'Extreme white smoke at full load, with a top speed of approximately 150 km/h.'
Between 2000 and 2500 revolutions per minute, the entire engine/exhaust vibrates.

Are the valves now bent?
Wouldn't it also run poorly at idle or when revved up while stationary?
I've checked the valve timing three times, and it's correct.
No error code saved.
Okay, I also took off the valve cover. I readjusted the injectors, but unfortunately, it's still running the same. From the top, the camshafts look a bit worn, but they should still be working; nothing seems to be broken off or anything (it's possible they're worn after 280,000 km). However, it seems like there are probably about 10,000 lifters and rocker arms, which is hard to see when they're installed. Maybe something is broken there?

Removing the cylinder head on a 2.0 TDI 16V engine isn't exactly straightforward, is it?
'Turbo off or turbo on? There's hardly any space back there.'


I hope someone can help me.

Hello,

Quote:

4 teeth difference

If that was the "difference" to the correct position of the crankshaft, how was it possible to align the camshafts? In my opinion, this is impossible, and it should have been noticed at this point that something was wrong...

Okay, but it continued. If the positions were simply marked with a pen on the belts/wheels and nothing was twisted, it probably went well. Otherwise, that was probably it, because on the first attempt to start, the valves would have been damaged.

You could read the camshaft-to-crankshaft angle from the engine control unit using VCDS. Deviations in the idle speed control values could indicate leaky valves.

Whether the turbocharger can remain attached during cylinder head removal and installation varies depending on the engine and vehicle. It is definitely easier to handle the cylinder head without the turbocharger attached, otherwise you risk damaging the new head gasket very quickly.
I would first get a suitable repair manual for Erwin, and if the car needs to be properly fixed, I would also get a diagnostic system from the shop.

Best regards, Rainer.

Hello Rainer.

Unfortunately, I don't know how he managed to do that.
The camshaft dowels from the accessories didn't fit anyway; they were much too thick.
He probably just jammed them into the long holes and then angled them next to the actual ZK hole or something... but it's happened now, unfortunately.


Why do I need to read the rotational angle if I've already set the valve timing using the correct tool?
Or are you talking about security?

What deviation in the idle speed control would still be considered within acceptable limits, or what would be expected with bent valves? I'll check it with my diagnostic tool now (unfortunately, not VCDS).
As I mentioned, it runs very smoothly and quietly when idling, with no fluctuations in speed or anything like that.

The turbocharger air intake hoses are all secure.

Sincerely,

Danny

Quote:

Why do I need to read the rotational angle if I have adjusted the valve timing using the correct tool?

You don't have to, but it can only be done roughly without precise adjustment. Furthermore, the tension of the timing belt plays a role in operation. If, for example, the timing belt is too loose or a pulley or the water pump is wobbly, this can also be seen in the twist angle.

For the idle speed control, values below +/- 2.5 mg/H are still acceptable, and values below 2 mg/H are even better.

Best regards, Rainer.

Lack of power under full load could be due to air in the fuel system. You may have also rerouted, disconnected, or capped off some lines in that area.

Gray smoke might be a good match. You'll need to test to see if the scent is right.

Greetings.
Guste.

another characteristic of faulty valves?

Quote:

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