Verdrehwinkel nach ZR-Wechsel | Posts 32+

OK, so that means:

(1) BOTH are significantly late.

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

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 indicate.

You mean that the ZR (Zero Relative) had a bit too little preload when adjusting or setting it on the windward side (Wapu)? That's quite possible. A little too much of a good thing, and you end up with 2.5 degrees in the negative range.

Just stick it out from the turn... that's enough.

I've been thinking about Ulf's theory.

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

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

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

Hm? Which theory seems more likely?

m;

Quote:

Hm? Which theory is more likely to be correct?

The law of inertia... at least when accelerating quickly. The BMR model uses an oval-shaped flywheel. This reduces the amount of oscillation. My old AJM engine used to always tend to rotate in the positive direction when accelerating or revving up.

dieselmartin wrote:

As the rpm increases, the ZR does not get longer - it should be that stable.

Theoretically, yes. In practice, however, the actuating forces of the PDE (piezoelectric direct injector) become so high with increasing injection pressure and duration that the ZR (fuel rail) actually stretches.}
In a direct injection (DI) engine, the injection pressure increases with the speed of the PDE (piezoelectric injector) actuator, which is directly linked to the engine speed. Consequently, the injection duration (ZR) becomes longer as the engine speed increases (at wide-open throttle, below the engine's rev limiter).

Look, I thought that oval gear was only there to smooth out the torque curve a bit. After all, the angular velocity doesn't change, and the speed of the timing belt only changes infinitesimally...

Hello,

I have a basic question about this and about 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 achieved accurately, but the NW positions require some "force". However, the 4 pins I have are not 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 way it handles, you can leave it as it is.

Best regards, Rainer.

Hello...

Thank you for the information.

SG.