[Vwdiesel] Amsoil and stick in cylinder and torsion values on PD

[dieseltdi at verizon.net]

As a PD owner myself, I would like to interject a couple of things.  First of all the Cam failures are much higher for the BRM engines that the BEWs probably as is stated below due to the different cam profile.  So they have been plagued by the problem.  As far as I was able to get information off of the TDI list, the problem is NOT widespread in the BEW except where the improper oil was used or where the engine was chipped. Although other failures have occurred these cover the vast majority of BEW PD failures as least as far as I was able to determine from folks that reported failures on the list or directly communicated with me. The point that I want to make it that, at least in the BEW, this is not the disastrous problem that many make it out to be.  Secondly,  I would really like to know about the 80K belt change, nothing I have see shows this.  I would also question this considering the kevlar base of the belt but……  So if you have information from VW on this let me know.  When I bought my car it had just had the belt changed at 75K because the dealer had convinced the female owner that it was required even though the service book specifically said 100K.  As I am approaching 140K on the car, I am within a year or so of the 80K so I really want to know if this is the new standard.  Finally, in the timing of the PD engines, I think that the isn't a problem with the "torsion" values when it comes to slop in the timing belt. The computer can easily handle slight variations of timing that are necessary for the engine to run exactly.  Since injection in these engines is ENTIRELY a function of the computer telling the injectors when and how to fire.  I have looked over the specs for replacing the timing belt and I was actually quite surprised to find nothing about the engine timing.  Basically, lock everything down, replace the belt and unlock everything.  You don't even need the VAGCom or similar.  Interesting.  Hayden


On Dec 3, 2011, at 10:09 AM, Travis Gottschalk wrote:

> 
> I would think taking the injector out and the glow plug you could almost blow the thing out using the air in the glow plug hole and the larger injector hole would let it out. That or using one as a inlet for a torch end and the other to exhaust out to help burn it. Just thoughts.
> 
> On the amsoil and PD cams. I don't think anyone knows the reasons for the failures exactly. They have failed with all types of uses and oils. But in talking with some of the more major rebuilders (Franko6 on tdiclub is pretty knowledgeable). It seems the failures happen more so the warmer the climate. Not saying one in Canada doesn't fail but the ones in Texas have a more common failure rate. There have been reports of the oil galley plugs falling out for the head as well once inspected. Then there is the thought of how the bearings were designed for the cam not letting enough fresh oil into the lifters/cam bearings and letting the oil boil and causing the lifters to actually press on the cam the whole revolution instead of just the top. Then the BRM engine has an even taller/steeper profile that has more stress yet. There have been many BRM engines fitted with BEW cams which helps some out. But Franko6 says he has figured out the cam design know in theory for even the BRM Th
> e OEM BRM cam gives more torque then the BEW cam due to the added lift. I think I read around 10 ft-lbs. Also Frank is on his second design of the cam bearings to change where the oil is added to the bearings. The first set required drilling in the head and caps. The 2nd gen bearings have the oil galleys cut into them to change the flow so you don't have to worry about drilling. Then there is the newest lifters that are black nitrided that may or may not fix the issue. Some say the oil isn't thick enough as well and the oil gets too thin when hot so going with a 5/40 weight rather then a 5/30 is best. I keep inspecting my cam every 10K oil change and plan on next timing belt to just change the cam with the stage 2 cam Frank has as they seem to be working good so far. Colt at the moment still doesn't have a stage 2 cam and some issues with the stage one cam (only on the PD-ALH has been fine). 
> 
> Couple other notes, the timing belt on the BEW engine has be reduced to 80K miles instead of the 100K miles from VW from what I have read. There did seem to be a lot of belt failures close to the 100K mark. 
> 
> Seems the torsion value (cam timing-engine group in VCDS group 4) is a bit of a challenge as well. When doing a timing belt the crank lock allows for a couple degrees of movement. That affects the cam timing then. There are some customers of his with a -5 on the torsion value. Common sense always had us put at 0.0 but it seems one has to tailor their car to get the best MPG and HP. Most seem to be on the neg side of the torsion. So if you do the same trip with the same fuel and conditions play with it in .5 increments till you get the best MPG. Brother use to get high 40's all the time with his car before timing belt. Now even after double checking the torsion value at 0.0 his only will do the high 30's and low 40's. Mine is mid 40's now but I figure most of my change is elevation from WY to WI and speed limits. Hope that helps everyone. Takes about 5 minutes to change the torsion but a lot of miles for a tank of fuel to see the change.  
> 		 	   		  
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