dave607bc
Guest
Leon 1.9 TDI 2001 non-PD (ASV)
Hi I'm new here and hoping someone can help with my problem. My engine has always started and run very well. Its had a "superchips" re-map by previous owner to about 130 bhp. [i'm told this is irrelevant but I mention just in case] I recently had the Timing belt (with SKF kit) changed by my local independent mechanic. Next morning the car would turn over numerous times before starting and lacked some power through the gears, really noticeable at higher speeds. A week later I returned to the garage who changed the glowplugs and said he had checked his timing marks:ugh. The car now starts fine and power seems to have returned. However in discussion with my mechanic it turns out he did NOT lock the cam or crank - he locked the pump and just marked the pulleys etc which I [now] know is not acceptable for these engines. He also does not have the equipment to check injection timing. Consequently I took the car to a reputable VAG specialist and explained the situation. He has checked the Commencement of injection timing with the proper diagnostic equipment and found it to be right in the middle of the range. He took the car for a run and suggested everything MIGHT be ok and (to save me unnecessary expense) we agreed it sensible that I drive it for a week or so. I have now noticed my MPG is down 15-20%! As part of deciding what to do next I want to increase my knowledge before I invest a lot of money getting the engine re-timed from scratch unless it is necessary. I wonder if anyone can advise:-
1. Can Commencement of injection timing be "within spec" but at the same time the cam/crank relationship still be out? If yes, how does this work - i.e. what data is the software picking up from the engine. Are the readings useless if the cam/crank timing is already out?
2. Is it possible for Cam/Crank timing to be out by less than one tooth? If yes, how is this possible? I ask this because I'm led to believe that the engine would have more obvious problems if it was one tooth out (like the symptoms I had right after the TB change)
3. Are there other issues that could be causing a sudden drop in the MPG.
Any help on these issues would be greatly appreciated. Ideally I know that starting again is preferable but I'm also keen to understand the technical reasons on why this may be necessary. Thanks in advance. Dave
Hi I'm new here and hoping someone can help with my problem. My engine has always started and run very well. Its had a "superchips" re-map by previous owner to about 130 bhp. [i'm told this is irrelevant but I mention just in case] I recently had the Timing belt (with SKF kit) changed by my local independent mechanic. Next morning the car would turn over numerous times before starting and lacked some power through the gears, really noticeable at higher speeds. A week later I returned to the garage who changed the glowplugs and said he had checked his timing marks:ugh. The car now starts fine and power seems to have returned. However in discussion with my mechanic it turns out he did NOT lock the cam or crank - he locked the pump and just marked the pulleys etc which I [now] know is not acceptable for these engines. He also does not have the equipment to check injection timing. Consequently I took the car to a reputable VAG specialist and explained the situation. He has checked the Commencement of injection timing with the proper diagnostic equipment and found it to be right in the middle of the range. He took the car for a run and suggested everything MIGHT be ok and (to save me unnecessary expense) we agreed it sensible that I drive it for a week or so. I have now noticed my MPG is down 15-20%! As part of deciding what to do next I want to increase my knowledge before I invest a lot of money getting the engine re-timed from scratch unless it is necessary. I wonder if anyone can advise:-
1. Can Commencement of injection timing be "within spec" but at the same time the cam/crank relationship still be out? If yes, how does this work - i.e. what data is the software picking up from the engine. Are the readings useless if the cam/crank timing is already out?
2. Is it possible for Cam/Crank timing to be out by less than one tooth? If yes, how is this possible? I ask this because I'm led to believe that the engine would have more obvious problems if it was one tooth out (like the symptoms I had right after the TB change)
3. Are there other issues that could be causing a sudden drop in the MPG.
Any help on these issues would be greatly appreciated. Ideally I know that starting again is preferable but I'm also keen to understand the technical reasons on why this may be necessary. Thanks in advance. Dave
