Fuel Injector Replacement Golf IV TDI 90HP

Hello everyone,

I'm new here and I'm looking for multiple opinions and answers to my problem...

'I have been in a legal dispute with the workshops for 2 years now. In March 2002, the fuel injection pump in my Golf IV TDI 90 hp, manufactured in 03/98, failed. The dealer from whom I purchased the vehicle then sent me a replacement fuel injection pump as a gesture of goodwill, which I had installed at a workshop.'

'The workshop installed the ESP (electronic stability program), fitted the timing belt, and adjusted its tension. However, during the timing belt installation, the ESP was not in the correct position; specifically, the workshop worked without using the locking pin to secure the ESP, which meant that the correct timing for the ESP was not achieved.'

After that, I had the vehicle towed to an authorized Bosch service center so that diesel specialists could diagnose and repair it there.
It turned out that the internal components of the ESP were installed rotated by 180 degrees, which meant the injection timing was incorrect.

The problem is that the timing belt broke on the highway, causing a major engine failure. What's even worse is that the car has been out of service with an engine problem for over two years, and I've been in a legal dispute with the workshops for two years.
The Bosch workshop claims that they did not loosen or tighten the timing belt, but instead adjusted the ESP timing by manipulating the cone of the camshaft sprocket.
My question is: Can the valve timing be adjusted via the cone of the camshaft sprocket if the internal components of the ESP are rotated by 180 degrees and have an incorrect fuel injection start?
I mean, not because then the operating time wouldn't match anymore, right?
Do they need to remove the timing belt, or at least loosen it over the tensioner, in order to roughly adjust it so that the ESP locking mechanism aligns with the top dead center (TDC) of the crankshaft and camshaft?

Can anyone of you help me with information material or something similar on how to adjust the ESP when it is installed?

Thank you very much and best regards.

VW Kämpfer.

VWKämpfer wrote:

My question is: Can the valve timing be adjusted via the cone of the camshaft sprocket if the internal components of the ESP are rotated by 180 degrees and have an incorrect fuel injection start?

Hi fighters,

First of all, my heartfelt condolences .

I have one more question: After the first repair, did the engine run, or did it not start at all? If the crankshaft and camshaft are 180 degrees out of alignment when the ESP sensor is at its top dead center position, nothing should happen – meaning the engine won't start (which seems to be what happened in your case, according to your description).

Accordingly, it is also not ( ) possible to adjust the timing (in your case, the position of the ESP wheel) without loosening the timing belt!!! So, what the Bosch mechanic is saying is already nonsense. If you only loosen the crankshaft wheel, it doesn't achieve much, because the position between the crankshaft and the ESP wheel doesn't change, and eventually the valves will hit the pistons when the engine rotates.

You can be sure that the timing belt has been removed or loosened.

->Give them a good whack on the head .

Quote:

The Bosch workshop claims that they did not loosen or tighten the timing belt, but instead adjusted the ESP timing via the cone of the camshaft sprocket. Can the valve timing be adjusted via the cone of the camshaft sprocket if the internal components of the ESP are rotated by 180 degrees and have an incorrect fuel injection start? I mean not because then the OT would no longer match, or???

Complete nonsense. So much stupidity is practically an admission of guilt.

Does the 90hp TDI engine not have a locking mechanism on the ESP (electronic stability program) that prevents it from being rotated?

If not, where can you find the OT (Output Transformer) of the ESP (Electronic Stability Program)?

I only know of another type of ESP adjuster, which is a wheel with three screws for adjusting the fuel injection start.

Hey everyone,


Thank you for acknowledging my post; I feel much better now. However, two expert opinions have already been obtained regarding the vehicle, and one expert believes the timing belt needs to be replaced, while the other says it doesn't.

'I need to prove that the Bosch workshop loosened the timing belt... I already received a repair manual from VW on how to install and remove the ESP system, and how to adjust it using a special tool.'
But in my case, one workshop worked on the ESP without using the alignment pin, meaning they installed the gear in some arbitrary position.
There must surely be some documentation available on how to adjust the valve timing, right??

Okay, I'm ready. Please provide the German text you want me to translate.

Hello Steffarn,

The ESP (electronic stability program) doesn't have a specific 'top dead center' (TDC) setting, but to adjust it, the ESP must be locked with a locking pin, and the crankshaft must be set to the TDC position.
My ESP has 3 screws that secure the gear in the axial direction using elongated holes, which allows for fine adjustments, rather than rotating the gear 180 degrees.

Greetings.

VW Kämpfer.

Sorry for interrupting.

but if the ESP is rotated 180 degrees relative to the NW...

Then I can loosen the crankshaft pulley and rotate the crankshaft by 360 degrees. This would bring the first cylinder back to its top dead center position, and the timing would align accordingly. The crankshaft pulley itself hasn't been rotated.

NW and ESP operate at half of the kilowatt-rated speed.


or do I have too much caffeine in my system?

I'm more curious about HOW the pump could have been inserted with a precise 180-degree rotation. Without a locating pin, the pump can practically be rotated in any direction. Personally, I would also attribute the error to the workshop that originally installed it, because if they had done a proper job... 'glozzn off,' as they say.

CU Gremlin.

hello.

That changes things! I only knew the VP37 from the 1Z engine, and there are no adjustment screws on that model. Instead, you loosen the pump at the console and can then make 'fine adjustments.'
Let's state clearly that 180 degrees is nonsense. It shouldn't be possible. However, from my own experience, I know that even a single tooth out of alignment can prevent the starter from engaging. So, let's assume that the workshop used the correct indexing pin, that the crankshaft timing was correct, and that the camshaft timing was also correct. Now, it was a new ESP (Electronic Stability Program) system. The wheel was mounted in a random position, which might have been off by one tooth. That's why the starter wouldn't engage. In this case, the pump would have first needed to be brought to a basic setting using a timing light. Then, it would probably have started. The Bosch service likely did nothing different. They would have used a timing light to establish the basic setting by loosening the three screws. Nothing needs to be removed from the timing chain or anything like that. Assuming that everything was within the specified tolerances, as described.

If that's the case, it will be difficult for you to prove it. If that's the case, Boschfridolin is not at fault. The person responsible is the one who installed the ESP. They were negligent during the installation.

Then I can loosen the crankshaft pulley and rotate the crankshaft by 360 degrees. This would bring the first cylinder back to its top dead center position, and the timing would align accordingly. The crankshaft pulley itself hasn't been rotated.

NW and ESP operate at half of the kilowatt-rated speed.


or something like that! That could also be a good starting point!

Hello Joergs.

Thank you for your answers and the link to the 'rasenden Killer' . I've already read it, but unfortunately, it doesn't help me because it doesn't explain how to adjust the ESP when the timing belt is installed...
You've already read about my problem...

Greetings.

VWKämpfer

sorry for interrupting...

But if the ESP is rotated 180 degrees relative to the NW...

'Then I can loosen the crankshaft pulley and rotate the crankshaft by 360 degrees. This would bring the first cylinder back to its top dead center position, and the timing would align accordingly. The crankshaft pulley itself hasn't been rotated...'

NW and ESP operate at half of the kilowatt-rated speed.


or do I have too much caffeine in my system?

I'm more curious about HOW the pump could have been inserted with a precise 180-degree rotation. Without a locating pin, the pump can practically be rotated in any direction. Personally, I would also attribute the error to the workshop that originally installed it, because if they had done a proper job... 'glozzn off,' as they say.

CU Gremlin

hello Gremlin,

'ESP installed rotated 180 degrees,' it says in the repair order, but honestly... if I randomly install the ESP gear in any position, the probability of getting exactly a 180-degree rotation is so small, like winning the lottery... or is it?

Gremlin wrote:

or do I have too much blood in my caffeine?

Hi Gremlin,

I think that's not possible . The starting point is the camshaft and crankshaft, both at top dead center (TDC) for cylinder 1. Then, the crankshaft pulley is loosened, and the crankshaft is rotated (while the camshaft remains stationary). After 90 degrees, all pistons are at the bottom dead center (BDC). When 180 degrees are reached, pistons 2 and 3 are at TDC, and at that point, the open valves (with the camshaft "locked") are waiting for something, or am I missing something?

hello,

That changes things! I only knew the VP37 from the 1Z engine, and there are no adjustment screws on that model. Instead, you loosen the pump at the console and can then make 'fine adjustments.'
Let's state clearly that 180 degrees is nonsense. It shouldn't be possible. However, from my own experience, I know that even a single tooth out of alignment can prevent the starter from engaging. So, let's assume that the workshop used the correct indexing pin, that the timing was correct, and that the crankshaft position sensor was properly aligned. Now, it was a new ESP (Electronic Stability Program) system. The wheel was mounted in a random position, which might have been off by one tooth. That's why the starter wouldn't engage. In this case, the pump would first need to be brought to a basic setting using a timing light. Then, it would probably have started. The Bosch service likely did exactly that. They would have used a timing light to establish the basic setting by loosening the three screws. Nothing needs to be removed from the timing chain or anything like that. Assuming, of course, that everything was within the specified tolerances as described.

If that is the case, then it will be difficult for you to prove it to them... ! If that is the case, then Boschfridolin is not at fault. The guilty party is the one who installed the ESP. He was negligent during the installation.

Hello Jöergs,

As Gremlin explained it, that could be the case... but only if the ESP is actually rotated exactly 180 degrees. What if the ESP was installed rotated by, say, 173 degrees...?
What about the valves? If the camshaft is stationary and I rotate the crankshaft by 360 degrees, won't something break?

Hello everyone,
If the ESP (Electronic Stability Program) was installed 180 degrees incorrectly, it would have injected fuel into the exhaust stroke. This can be corrected by loosening the camshaft sprocket and rotating the camshaft. In theory, the Bosch workshop might have done this without removing the timing belt. How many kilometers had the belt been used when it ripped? At least 3 years. For some models, the belt needs to be replaced every 60,000 km. But even 90,000 km in 3 years wouldn't be unusual.