Verdrehwinkel nach ZR-Wechsel | Posts 16+

Quote:

And how? Especially, how does that actually 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 would say it's faster to adjust it yourself than to drive to a dealer. You just need to set the KW to TDC and secure the two camshafts. You can probably access it quite easily by simply removing the upper plastic cover.

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

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

Best regards, Rainer.

Quote:

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, setpoint -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 it "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, waiting for them to completely break down.
In the BMR settings, the synchronization angle was actually set to 0.0. At a BMM of -1.5.

I think that eventually, it's simply a matter of the tolerances of the construction and surveying components being exceeded.

I think it's not a big deal if the timing is slightly off, because over time, the timing chain will naturally stretch and correct itself.

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.

The Caddy (BMM) couldn't be started at all; the timing belt (with 117,000 km) was significantly 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 shafts?

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 simply need to be adjusted to be "earlier." Since that's not possible (due to the camshaft timing), you simply rotate the crankshaft back a bit.
Relatively speaking, the camshafts were 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 any misalignment in one of the wheels would be far too much.

Best regards, Rainer.

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

Okay, here's the translation:

Now it's getting academic.

The angle of rotation is given in degrees.
Are these degrees of crankshaft rotation (degrees KW) or degrees of camshaft rotation (degrees Nockenwelle), and how far are they offset from the ideal 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. To adjust for a 2° correction, the northwest wheel would need to be rotated approximately 2mm.

They are all just rough estimates. But regarding the scale of the issue, I wonder: Shouldn't it be possible to push it back into place with one-sided pressure (i.e., additional tension) on the timing belt, while everything is still connected?

Greetings.
Guste.

Hello everyone!

guste100 wrote:

Suppose the NW wheel has a diameter of approximately 12cm, then the circumference is approximately 36cm. 1cm of the circumference corresponds to approximately 10°. For an adjustment of 2°, the NW wheel would need to be rotated 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!

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

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

DieselBär30x wrote:

Hmmmmmm.....

"But it says something different... I need to download the CLB 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.

Well, to determine a rotational angle, I should have two measurement points. Because if I were only measuring at the crankshaft .... But I wouldn't get too nervous about that right now. Let's drive it for 100 km first, then see if it's worth getting your hands dirty to fix it.

I found an old log from the golf course.

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

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

m;

Then, drive the BMR (presumably a vehicle) in a single, continuous run, keeping the throttle fully open (WOT) until you reach at least 4000 rpm in 3rd gear. It might also work if you start the log with a few seconds of rolling without applying any throttle.

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 matter of guessing, really.
- The engine control units (ECUs) measure different parameters in various ways.
- other VooDoo is involved.

dieselmartin wrote:

- The engine control units measure different things

. That's how I interpret the data.
IMO, the nozzle swirl (NW) can only adjust to a "later" position with increasing rotational speed and PDE (pre-combustion device) operating time.