Verdrehwinkel nach ZR-Wechsel | Posts 16+

Quote:

And how? More importantly, how exactly does that work???

Trial and error. "Exactly," or rather, "defined," it probably won't be achieved with manageable effort; I just kept fiddling with it until it worked.

I'd say it's faster to adjust it yourself than to take it to a dealer. You just need to set the KW to TDC and disconnect the two camshafts. You can probably easily access it by removing the upper plastic cover.

The challenge is to not forget any during the launch attempts.

By the way, the tooltip in VCDS shows "+/- 6°KW"... if you follow that, you could leave it as is.

Best regards, Rainer.

Quote:

By the way, the tooltip in VCDS shows "+/- 6°KW"... if you go by that, you could leave it as is.

My BLS label says the same thing.
My BMR label says -6..+6, target value -1.5..,5.

Therefore, I retired from BLS in 2013, and now I'm excited because the BMR has been completed.

Yes, if that's the case, then I'll do it myself.
Especially since the workshop was very accommodating with the costs, I don't want to make a fuss over something as small as 0.7 degrees.
But I just like things to be "perfect" .

m;

Hello everyone,

I replaced the drive belt on my BMR and also on my brother's BMM (Caddy) with a BMM engine just two weeks ago.

We both stopped, until they were perfectly still.
In the BMR mode, the synchronization angle was actually set to 0.0. In the BMM mode, it was set to -1.5.

I think that eventually, the tolerance of the building and surveying components will simply be exhausted.

I think that if they are slightly out of alignment, it's not a major issue because, over time, the timing belt will naturally stretch and correct the alignment.

But I wouldn't worry too much about a 0.7-degree delay; take a look at how the synchronization angle changes with varying engine temperature.

By the way, the Caddy (BMM) definitely wouldn't start with the old timing belt (117,000 km); it was off by about three-quarters of a tooth.
Unfortunately, I hadn't checked the synchronization angle with VCDS beforehand.

Best regards,
Andreas.

Just one last time, for good measure.

If I want to adjust the +2.23° to a perfect 0.0°, in which direction do I need to rotate the loosened wheels on the specified axles?

DOES the kilowatt meter also need to be disconnected?
(Since the belt is on, she can't be far away.)

Forward or backward (since the BMR is mounted transversely )?

m;

If the camshafts are supposed to act "earlier" relative to the crankshaft position, then they need to be adjusted accordingly. However, since the camshafts have a fixed reference position, the crankshaft is instead rotated slightly backward.
Relatively speaking, the camshaft is positioned closer to the crankshaft.

-> You need to determine the direction of rotation of your motor: Logically, it should always rotate in a way that the side of the belt opposite the tensioner is under tension.

You can certainly try it, but keep in mind that 2 degrees is not much, and a misalignment of even a single tooth on one of the wheels is far too much.

Best regards, Rainer.

The number of teeth divided by the full circle results in Phi, which I use to help me estimate .

Okay, here we go, getting academic:

The angle of rotation is given in degrees.
Are these degrees of crankshaft rotation (°KW) or degrees of camshaft rotation, and how far are they offset from the perfect top dead center (OT) position?

Because the difference is a factor of 2.

m;

Let's assume the rear wheel has a diameter of approximately 12 cm, so the circumference is roughly 36 cm. This means that 1 cm of the circumference corresponds to approximately 10 degrees. Therefore, to adjust for 2 degrees, the rear wheel would need to be rotated by approximately 2 mm.

These are just rough estimates. But considering the magnitude, I wonder: Shouldn't it be possible to prevent this by applying one-sided pressure (additional tension) to the timing belt, while everything is still clamped?

Greetings.
Guste.

Hello everyone!

guste100 wrote:

Let's assume that the NW wheel has a diameter of approximately 12cm, so the circumference is roughly 36cm. 1cm of the circumference corresponds to approximately 10°. Therefore, to adjust by 2°, the NW wheel would need to be rotated by approximately 2mm. ...

It displays °KW in VCDS, not NW!!!
This translates to approximately 1 mm of NW (new wool) from 2°KW (kilowatt).

Best regards from Munich!

DieselBär30x wrote:

It displays °KW in VCDS, not NW!!! This translates to approximately 1 mm of NW (new wool) from 2°KW (kilowatt).

Hmmmmmm.....

Code:

16:00:31 Block 004: Ansteuerung Pumpe-Düse Ventile   800 /min  Motordrehzahl (G28)   5.0 °n.OT  Förderbeginn (Sollwert)   4.0°KW  Förderdauer (Sollwert)   2.23°  Verdrehwinkel

"But it says something different... I need to download the CLB data and see how Block 4 is displayed."

Valve timing is always expressed as crankshaft angles, and correction data is measured at the point where the correction is applied.

Okay, to determine a rotational angle, I should ideally have two measurement points. Because if I were only measuring at the crankshaft . But I wouldn't worry about that yet. I'll drive about 100 km first, then see if it's worth getting my hands dirty to check it.

I found an old log from the golf course.

It goes from -2.5 to -2.9 at a "higher" speed.

Log from BMR follows... On Saturday, he will drive 150 km twice.

m;

Then, drive the BMR (presumably a vehicle) once, keeping the throttle fully open (WOT) until at least 4000 rpm in 3rd gear. If you start the log with a few seconds of rolling without any throttle input, 2nd gear might also be sufficient.

AAAAAAAAAAAAAAAA

I'm losing it.

As the speed increases, ...
The golf is going further into the negative,
The Passat continues to move in a positive direction .

That means...
- The measurement is just a fun guessing game anyway.
- The engine control units (ECUs) measure different things.
- other VooDoo is involved.

dieselmartin wrote:

- The engine control units measure different things

. That's how I interpret the data.
According to my opinion, the nozzle swirl (NW) can only adjust to a "later" position with increasing rotational speed and positive displacement pump (PDE) operating time.