The Conservative Cave
Interests => Around the House & In the Garage => Topic started by: compaqxp on August 14, 2012, 03:50:41 AM
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I don't think a valve should look like this...(sorry for crap picture)
(http://img12.imageshack.us/img12/3797/valve.png)
Just thought I'd show you what can happen when a mechanic doesn't do all the work he's been told/or is supposed to do. The belt needed to be changed at 410,000km and I'm only at 355,000km yet it broke (disintegrated) at 350,000km.
Two months and 2000$ later I have a working car again.
When you replace the belt on these TDIs you have to replacing the tensioner along with it, which the guy who did it didn't do even though he knew he needed too. The bearings in the tensioner went bad and the belt slowly got chewed up to the point there was almost nothing left and it snapped while on the highway.
The amount of damage was unbelievable and my new mechanic said it's the single worst tb failure on one of these cars he's ever seen.
Fun times for all ::)
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OUCH! :thatsright:
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What kind of car is it?
I will never understand the logic of building an interference motor (remember early 80s Ford Escorts).
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What kind of car is it?
I will never understand the logic of building an interference motor (remember early 80s Ford Escorts).
If my memory serves, I do believe Compaq sports a VW TDI.
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Ouch.
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If my memory serves, I do believe Compaq sports a VW TDI.
Which would appear to be a diesel.
After a lot of years messing with cam timing in IH and John Deere diesels I imagine given the needed compression ratios all diesels are an interfearence motor.
You mate crank and cam with a gearset of some variety,not with a timing belt that can fail.
That is just plain stupid in my book but VW has been doing it for decades.
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I hate "interference" style motors. I had a 1988 Ford Ranger with the 2.3L 4 banger in it. It was a non interference engine. Had the belt go out at 100K miles on the hi way. No damage.
OTOH Chevy SBC's are not. I know this quite well. :rant:
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Which would appear to be a diesel.
After a lot of years messing with cam timing in IH and John Deere diesels I imagine given the needed compression ratios all diesels are an interfearence motor.
You mate crank and cam with a gearset of some variety,not with a timing belt that can fail.
That is just plain stupid in my book but VW has been doing it for decades.
I had an IH bulldozer back in the late 60's. It was a TD-14A 142 series...about a 1958 model or so. I was running it and it stripped every gear in the front of the engine except the crank gear. It didn't cause any valve damage.
I lined everything and timing marks up when I put it back together and then started turning it over by hand to check things. If I remember correctly, I had to turn that engine over 54 times before all the timing marks would line up again....I was tired.
...and just for giggles and to show what incorrect timing can do to drive you crazy.
Had a DETROIT 471N that kept burning the #2 and #3 piston and sleeve up at around 300 hours of use. #1 and #4 piston and sleeves would still be looking like brand new. I did an inframe rebuild several times on that engine, replacing all pistons and sleeves. Finally started just sticking the slightly used #1 and #4 trash canned pistons and sleeves back in the #2 and #3 holes. Got the same amount of run time on the used parts, 300 hours. We got so good at doing field rebuilds we could drop the oil pan, pull the head, replace #2 & #3 piston and sleeve and have it back running in under 2 hours.
Well, finally pulled that engine and replaced it. Talked to an older than dirt DETROIT mechanic and he told me the timing was probably off by 2 or 3 degrees. We had checked the timing religiously every time we tore it down.Tore it down for a complete rebuild "IF" we could discover what the problem with #2 and #3 was. FOUND IT! There was a problem with the block that allowed thrust bearing(washers) on the cam to wander around some. The timing gears are helical cut gears and the cam would move forward 3/8" to 1/2" when the engine was running thus changing the timing ever so slightly but it was enough to cause problems. Fixed block, new cam bushings, thrust washers and it ran for years with no more problems.
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Johnny that Detroit sounds like a Peugeot hemi (4 cyl XN1P), yes a hemi, in a forklift at work. It's a wet block and it can be in-frame rebuilt. It has a really strange firing order and cam alignment.
The last time I rebuilt it I had trouble getting a good torque on the head bolts/seal with the head gasket (gotta love shimming the liners). Since we had gotten a rebuilt head I was suspect that the deck height was too short from over milling. Cat kept saying no, but we finally got them to exchange the head. That was 2006 and the lift is still running strong.