AEL Zahnriemen gerissen. Nockenwelle viermal gebrochen! | Posts 64+

:Fingers crossed: !!

Hi Kai, I hope your battery is strong enough to blow all the air out of the fuel injection system.
The cause of the timing belt failure was clearly the tensioner pulley, because I replaced the timing belt on a T4 with the same engine code (ACL) two days ago, and the exact same thing happened.
The timing belt was still intact, and you could see the spot where the detached piece of the tensioner had pushed through the belt. Also, the bolt that the tensioner is attached to had broken through the rear timing belt cover.
I have all the necessary parts at home; I can send you pictures if you need them.
The R tensioner was installed from the factory, and as you suspected, it's the culprit.
I'm rooting for you.

Sure, here is the translation of the text from German to English:

'Hai mersente' translates to 'You are a good person' in English.

That 'R' roller is amazing! I guess I still need to get one.
Let go of the setback with AUDI. Now more than ever. The broken part I had...
also auch ein Teil des ZR wurde durchstochen.

But now then... The battery is freshly charged, and I've adjusted all the settings with millimeter precision.

http://people.freenet.de/kmrlange/OT_Markierung_unten.jpg

The ESP injection start, as described in the thread:
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.
Set. And the old impression on the pump impeller was precisely targeted.

The tensioner tensions...
http://people.freenet.de/kmrlange/Spannr_neu_zeiger.jpg

The belt fits...

http://people.freenet.de/kmrlange/Zr.jpg

And then came the truly, truly, TRULY big moment.

Turn on the ignition...
http://people.freenet.de/kmrlange/Cockpit_Zuendung.jpg

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and

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AND

------------------------------------------------- AND?

----------------------------------------------------------------------- AND?


Well, look... it's running!

There's no more beautiful sound.
Here's the translation:

'How the hydrangeas fill up with juicy oil... the fresh spring air blowing through.'
'The impeccably clean intake manifold roars... and the pristine valves open wide.'
allowed to open for the first time OK, I'll stop. It's not witchcraft either.
It's kind of like LEGO. With the right instructions, anyone can do it.
But I'm excited like someone who's just starting up their technical Lego excavator.

@ Bertil:
Thanks for the thumbs-up - that's all.
It seems like I caught the start of the injection perfectly, judging by how it started.
I would still like to connect with my VAG-COM interface and take a closer look.
However, the good old AEL is still offline. Soon, it will be 'QUATTRO-TIME' again.

So, a huge thank you to everyone here in the 'diesel mechanic forum'.
These were always readily available with many Supertips. Simply brilliant.

See you soon, Best regards, KAi.

Congratulations, Super Kai!

hello there
There are two different types of tensioner pulleys for the 1Z engine.
If you use the wrong orientation and force it in.
I could imagine that the locking pin might bend, creating a notch, and that this notch could eventually break after some time.
I know this from my own experience, as I received the 'wrong' tensioner.
georg

Great .

... Excellent!!

Hello everyone,

I would like to provide some feedback after the first 1000 km with the new cylinder head in my AEL Quattro, following all the helpful advice I received during the repair and troubleshooting process. There was a possibility of damage to the crankshaft, connecting rod, connecting rod bearings, and pistons.
I had decided not to remove and inspect the pistons and connecting rods.
because damage seemed unlikely based on the statements of many experts.

Absolutely no noises or fluid leaks after 1000 km, indicating any of the aforementioned damages. It's clear that the AAT/AEL can withstand a timing chain failure.

First, regarding the initial setting of the injection start. This was perfectly aligned with the old reference mark on the pump impeller, at the NW 100% position. No correction was necessary.
1551 says: 'Everything is perfect.' Air volume, boost pressure, etc.

The driving performance with the 2 new and 3 Bosch remanufactured fuel injectors is impressive.
The old nozzles had a pressure of 170 bar and at least one hole was blocked. Now, with 190 bar, the machine operates at approximately 200 RPM, which is faster than before, and the black smoke during acceleration is significantly reduced. It simply feels more responsive. However, that's also quite logical.

Conclusion: I'm 1500 euros poorer, but I learned a lot, had a lot of fun tinkering during the winter, and now I have a two-wheel-drive vehicle that runs like a charm.

Best regards, Kai.

I'm glad everything is back to normal for you.
I can hardly wait to get it running again this weekend.

Have you tried anything else to get Audi to cover something under warranty?
1500 euros is quite a lot for a cylinder head.
Was the cylinder head an original part?

Hi,

So far, I haven't initiated any further actions with Audi. The situation looks quite bleak. It's probably a waste of stationery.

The cylinder head is an original replacement part. The total price, including new injectors, glow plugs, all gaskets, water pump, and screws, was 1500. The cylinder head itself only accounts for half of that price.

Now it's the clutch's turn: If it's going to be done, then it's going to be done properly .
They don't grip properly anymore and sometimes slip even with the massive torque.
I'll include the two simmer rings as well. Then things should be quiet for a while.
Although the ESP might still go completely wrong. But I certainly don't want to hope for that.

Best regards, Kai.

HI,

I don't know if anyone cares, but this year marks the 10th anniversary of the timing belt failure. Amazing how time flies.
I just reached 320,000 km with my AEL. It keeps running and running and running. The timing belt is still on. I will be replacing it soon. I have immense respect for that central bolt with a torque rating of 1,000,000 Nm .

Best regards, Kai.

Hello Kai,

stable beast, the Audi ....

10 years is quite a bold move .

My AEL engines in my Volvos are also extremely reliable! It's one of the BEST engines ever made. Back then, I really wanted the 2.5-liter 6-cylinder engine, but it wasn't available in the Volvo. Luckily, I hear about all the problems people have with it...

I just replaced an engine block because there were issues with the head gasket. The amount of work involved was too much, so I installed a new block with only 300,000 km. The other one had almost 500,000 km. When you remove the head, you can't just replace the gasket and leave everything else as is. The other AEL that I've been driving for about 11 years also has 370,000 km with absolutely no problems.

[Siehe letztes Posting bezüglich toter Links!]

Those were some of my experiences with the engine.

Best regards,

Hi,

Okay, so I've now replaced the timing belt. I did it at 335,000 km because the water pump had failed. I have to admit that I should have replaced it sooner, because the last timing belt change was done at 160,000 km, along with a new timing chain. Regular inspections of the timing belt showed no signs of porosity or other issues. But I shouldn't have pushed the water pump past 180,000 km. The bearing had failed, and the impeller inside had slipped off the shaft. The result was overheating. ADAC - roadside assistance... home transfer.

Okay, here's the translation:

'I have now updated the following:'
Gear wheel and vibration damper wheel on the KW (likely referring to a specific machine or device).
Oil pump with shaft seal.
LiMa and climate-controlled storage with Viscolager technology.
Serpentine belt tensioner and damper.
Valve cover gasket.

Otherwise:
Connecting rod bolts and crankshaft bearing bolts checked for proper tightness.

This time, without removing the camshaft sprocket(s).
Only with markings on the old and new Zündrotor (rotor).

Result: It's working perfectly, just like it did back in May .

Best regards, Kai.

P.S.: The central bolt on the [component]... 200 Nm + 270 degrees.
At 220°C, the 3/4' to 1/2' adapter from Gedore completely disintegrated.