‘ WT. ¥ Solving common problems on belt! MECHANICS | RROFESSIONAL ADVICE FOR DIY MECHANICS > UNDERSTANDING ENGINE OIL OVERHAULING CRANKSHAFTS CHANGING TIMING BELTS & CHAINS )» REBUILDING STARTER MOTORS » EXPLORING VARIABLE VALVE TIMING LOOKING AFTER FUEL INJECTORS FRONT-END AUXILIARY DRIVE SYSTEMS. /» REMOVING STUCK INJECTORS » RECONDITIONING ALTERNATORS DECOKING CLOGGED ENGINES RENEWING TIMING BELTS & CHAINS ALTERNATOR REPAIRS |||Wwe sell everything but... [oe UA VEHICLE PARTS ~@ CYCLE ACCESSORIES TOOLS K ms « won 2 Whe race 8 9 Pili oF TECHNOLOGY ACCESSORIES VALETING i TOURING & LEISURE oe : in a fellilel Zelda eg FROM OVER 300 INDEPENDENT MEMBER STORES Granville aT % coMMA’ A off collect in store but all stores offer a telephone ordering serviceFrom the editor > Working on your own car not only saves you money, but can also provide you with that feelgood factor of knowing that you have successfully completed a task yourself. For me, | really enjoy getting stuck into vehicle repairs at home, taking my time over a problem and thinking methodically about a solution. Being able to work at my own pace makes tinkering with cars areal pleasure rather than a chore. Even with just a basic toolkit, you should be able to perform many of today's most. complicated repairs, as well as keep on top of, your vehicle's servicing requirements. In this book, we delve into the common jobs you'll come across in everyday vehicle servicing. Plus we take a look at the critical components found on a range of engines, explaining why they're fitted and what happens if they go wrong. HMochy Had - Martyn Knowles EDITOR martyn-knowlesakelsey.co.uk ‘Car Mechanics, Kelsey Media, The Granary, Downs Court, Yang Hill Yalding, Maidstone, Ker METS GAL. malt emed@kelsey.co.uk ‘CarMechenics's published 12 times a year, on the 3rd Friday of each month, by Kelsay Publishing Ltd Subscripton hotline: 0845 241 159 (UK) or $$44'1950 543747 (overseas) Chief Executive Steve Wright Ciel Operating Orticer PhitWeeden Managing Director Kevin McCormick Advertising (Tel 01233 228753) Pertsmith CoaKeiseymedia shop kelsey.co.uk/subscription/CME Contents 4 10 20 30 38 46 50 58 66 74 82 87 96 Top 10 most common mechanical faults Experts in the breakdown and insurance trades reveal the most, common causes of engine failure and their solutions. Understanding engine oil Getting your engine oll choice right has become increasingly difficult leading us to investigate how it can be done. Working on timing belts tS the job that everyone dreads, but we offer a step-by-step guide, plus show how to perform a timing chain conversion. Working on timing chains Many motorists prefer timing chains to cambelts, but they can present their own set of problems. Exploring variable valve timing Revealing the common faults and fixes forthe various WT systems incorporated by carmakers. Front-end auxiliary drive systems How the FEAD system enhances drivebelt performance, plus a guide to replacing the overrunning alternator pulley. Reconditioning alternators As the alternator is critical toa vehicle's electrical system, we advise on repairs to the most common types. Repairing starter motors ‘With a ready supply of spares, you can save a huge amount of money by repairing a faulty starter motor at home. Overhauling crankshafts ‘There has been a recent resurgence in crankshaft issues and “bearing knock: Here's how to resolve any problems Looking after fuel injectors ‘They live in one of the engine's harshest environments, so here's how to extend their life and improve operation. How to remove stuck fuel injectors A selzed injector can write-off an otherwise sound vehicle, We show how the experts deal with the situation Modern-day decoking methods We reveal methods of cleaning a heavily clogged-up engine that don't involve an expensive stripdown, Fuel saving technology ‘We explore the technological advances being introduced to make every drop of fuel stretch that much further. MODERNENGINES #9 CarMechanicsTop 10 most common mechanical faults most cor MECHANICAL FF Top No one can predict when their car is going to develop a fault, but there are a number of issues that affect the same cars over and over again. lan Cushway asked his trade contacts to come up with the worst 10 offenders. ccording to Warranty Direct, specialist in extended car warranties, more than one in two used cars on UK roads break down as soon aa they reach 660,000-70,000 miles, the point at which most manufacturers’ warranties expire, ‘The average cost to repair these faults fs £420, but if you factor in the cost of parts and labour, the bill an easily run into thousands of pounds. According to research, axle and suspension issues are responsible for almost a quarter of all problems, followed by electrical gremlins, which account for 19.6%. While some manufacturers have introduced five- or seven-year policies, ‘most still provide a standard three years and virtually all manufacturer policies are subject to mileage limitations, typically 60,000 miles. Duncan McClure Fisher, former managing director at Warranty Direct, says: "You shouldn't expect a new ‘arto break down in its first three years, but there is a reason that manufacturers, for the most part, limit their warranties o to three years/60,000 miles and our research highlights that reason.” ‘According to Warranty Direct, engine fseues are nowhere neat as common a arde, suspension and electrical woes, but the cost of repairs are usually significantly higher because of the work involved. More worrying, its database of information shows that prestige German cars from the likes of VW and Audi, as well as brands such as MINT, are the most likely to go wrong, with Japanese products remaining the most reliable. Shrewd motorists, of course, will inevitably make thelr own minds up about which cars are reliable and which are not, based on hearsay, reviews and reliability surveys, But these reports only tell half the story and often the best authorities are the dealers and mechanics who see the same problems ona day-to-day basis. These industry insiders have supplied most of the information for this feature. These, in their opinion, are the 10 most common mechanical faults q The Dv6 diesel engine ‘The DV6 1.6 PSA Group common-rail turbodiesel engine has seen service in a number of different cars, including various Peugeots and Citroen, as well as the Ford Focus TDCi, where it seems to cause the most headaches. Problems ‘occur when carbon deposits, usually caused by lack of servicing and using the wrong type of ol, block oilways, filters and breathers, resulting in the engine being starved of proper lubrication. Issues also stem from the contamination of engine oll by combustion residuals caused by incomplete combustion due to contaminated and leaking fuel injectors, (number 3 injector is the worst culprit) The combination of contamination, sludging-up and restricted ventilation and oll flow has catastrophic consequences, most crucially turbo failure. However, the engine can also suffer cylinder bore wear and damage to the big end bearings and crankshafts, rendering the vehicle a write-off ‘The key to avoiding DVG engine woes is to carry out frequent oil changes,nmon using the correct specification oil for the engine, and to watch out for badly firing injectors, However, this might not always be enough - case studies where turbo bearings have failed due to oil contamination don't make pleasant reading, In one example, an engine ‘with 107,800 miles on the clock had a replacement turbo fitted, only to suffer subsequent turbo failure after just 937 ‘miles and a further terminal turbo failure just 350 miles later, despite ‘undergoing two engine flushes following the first incident. ‘The problem appears to be residual sludge and the possibilty that, despite having had a full main dealer service history where the correct grade of oil was used, servicing was only carried out every 30,000 miles. Some reconditioned turbo suppliers now offer limited guarantees and stipulate a comprehensive range of precautions to prevent subsequent turbo failure, which indude the requirement to carry out a flow check, replace banjo bolts, fit new turbo pipes land conduct a thoraugh cleaning of the ‘sump, oil atrainer, intercooler and diesel particulate filter, as well as checking that the correct specification dipstick is fitted to ensure an accurate oil level is maintained, Top 10 most common mechanical faults Jeon get clogged with combustion = @ Variable nozzle turbos (VNT) > The introduction of variable nozzle turbos (VNT) led to reductions in turbo lag. This was achieved by fitting a turbo housing which could change its internal configuration through the use of vanes to adapt to changes in the engine's boost requirements, Such turbos produce full, boost from as low as 1500rpm, yet remain as efficient as much larger turbos at higher revs, At low engine epeeds, the vanes stay closed, narrowing the gap between them, which effectively accelerates the exhaust gas onto the turbine wheel. At high engine speeds, the vanes open up, slowing the lexhaust gases and preventing the turbo from overboosting ‘The problem is that the vane mechanism frequently clogs, jamming them in the closed position and causing a spike in boost. The ECU is fed information via the ‘manifold absolute pressure (MAP) sensor and, to counter the overboost situation, shuts everything down to prevent damage, eventually putting the engine into limp-home’ mode. A huge number of tutbodiesels are susceptible to this, Stuck injectors > This is something that’s increasingly rearing its ugly head on modern diesels. Usually what starts off az an innocent misfire turns into an ongoing nightmare as mechanics struggle to remove stubborn injectors that have effectively cemented themselves into the cylinder- head. An electrolytic reaction between Prevention and cures Specialists often blame extended oil change regimes for VNT failures and certainly cars that only get serviced fonce in a blue moon are most at risk (Ones that have been used for stop-start journeys or have been fed poor quality oil are particularly prone to problems. (Our advice is to ignore longlife regimes and schedule fixed service intervals every 8000-10,000 miles using oils that meet manufacturer specifications. Some motorists have successfully cleaned a VNT by spraying turbo cleaner into the turbocharger. Revive produces a Turbo Cleaner Starter Kit (petrol or diesel) that appear to work well, soit might be worth giving this a try (www.revivecleaner.com). ‘Otherwise it will be a case of buying replacement turbo, usually at a cost of {2400-500 plus fitting. Be sure to follow the suppliers instructions before fitting ‘replacement unit otherwise you risk invalidating your guarantee. materials bonds the injector, with harsh underbornet conditions of heat, cold and moisture (sometimes asa result of inadequate drainage) only adding to the problem It's the entre length of the injector that sticks, necessitating the use of a specialist hydraulic puller to get them — > MODERN ENGINES ¥9% CarMechanicsTop 10 most common mechanical faults ‘out. Some can be done in situ, others can ‘only be removed with the engine on the ‘workshop floor. And it’s not just injectors that cause problems - with the Citrogn CB and Peugeot 807, the injectors have to.come out to unde the inlet manifold in order to replace the cambelt, and any ‘work on the timing gear, valves and head ‘gasket means whipping out the injectors. ‘The so-called Black Death that particularly affects Mercedes and Peugeot ‘units is where the seas let go, allowing ‘engine gases to pass between the seal and the injector seat, covering the surrounding area ina sticky, black substance. Needless ‘to say, ifleft, this makes the injectors ‘even more difficult to remove. Injectors can stick in virtually any modern common-rail engine, but the ‘worst offenders are the Vauxhall Vivaro, Renault Trafic, Nissan Primastar (all models with 1.9, 2. and 2.5litre engines, including 98, FQ9 and GU), Citron C8, iat Ulysse, Peugeot 807 with 2.0 HDi Freelander Ta4, Rover 75, Mercedes Vito, Sprinters, Fiat JTD, Peugeots and Citroéns with 1.6 HDi, Mercedes A-Class, Volvo V70 and BMW MS7. ‘There's very little you can do to prevent injectors sticking and you'll only realise they are stuck when it comes to getting them out. That said, i oily deposits are allowed past the seals then this an cement an otherwise removable inject in place if ignored. Removinga stubborn injector wil invariably involve the use of a puller and, the worst cases, the services of a special ‘with the necessary kit. Don't butcher the top of the injector by attempting to remove it yourself with pry bars as this will educe the chance of success by other methods and possibly result in the injector having to be drilled out. Expect to pay a specialist in the region of £60 to remove each injector, assuming, there's enough underbonnet access. If they have to mill it out in situ, expect the bill to rise to £180 per injector. Expensive, but money well spent when the only other alternative would be to remove the engine and renew the head. ‘With the od injector out of the way, you can apply white ceramic grease to help prevent it getting stuck again, Injectors can get stuckin the cylinder head. ‘On certain models ts almost impossible to remave them without damage to the injector. Q Manifold swirl flaps ‘The inlet manifold design on many of BMW's common-rail diesel engines made from 2000-2008, as well as the Vauxhall \Vectra/Saab 9-3 from around this era, features butterfly flaps, commonly Jknown as swirl flaps. These effectively vary the length of the manifold subject to load and anticipated demand for ‘optimum performance and minimum emissions. The engine normally runs with the flaps open, giving a shorter tract Unfortunately, the flap arrangement regularly fails and, when it does, the flap, fixing serews and spindles get ‘eaten by the engine. Although the flaps themeelves are usually made from plastic, +50 they disintegrate and pass through eo = without harm, the metal fixings can be ingested into the cylinders, weecking the piston, valves and cylinder-head. And that's not all -on the way out, the tiny bits of metal will rin the turbo and, a= a final act of destruction, damage the catalytic converter. BMW addressed the issue in 2004 by introducing beefier flaps and larger diameter spindles, but there have been reports of these failing as well BMW models affected include the E46 320d, 330d, 530d, X3 2.04, X3 3.04, XS 3.04, B60/E61 5254, $304, 5354 and the E65 730d. On the Vauschall, it’ the 1.9 CDT that’s affected, The petrol-engined Ford Mondeo built hetween 2000 and late 2003 also had swirl flaps. * ‘Swirl flaps can be blanked off - cairo! To avoid the issue, many drivers opt to remove the switl flaps completely, with ‘he only consequence of this being 2 slight increase in emissions at idle. When running, the flaps are open anyway, so there's no effect on how the car drives "To remove the swil flap arrangement ‘on BMW engines it's simply a case of taking off the strut brace, loosening the ‘manifold and EGR tube, then undoing ‘the two screws which hold the flaps in pace (as well as the actuator rod which {sno longer needed). You will need to block the holes created by removing the flaps and spindles, and companies ‘such as Chelmsford-based PMW ( ) produce special blanking plates for this purpose. The blanking plates start at only £5 each if you do the job yourself, while a specialist will charge in the region of £200 to remove the old. swirl flaps and blank the holes, ‘On the Vectra, the only real solution is to replace the entire manifold, which will ‘cost around £180 from independents, Body control module (BCM) It’s strange that prestige ‘manufacturers such as VW and Audi can make such a fundamental design error with the drainage of the plenum chamber: ‘when the bungs clog, the chamber can fill with water, which then has access to the interior via the pollen filter, soaking the fragile Body Control Module that sits in the passenger footwell. And i= not just VAG cars that are affected ~ according to our trade contacts, various other makes suffer from the problem, including the MINI, Peugeot, Ford Fiesta and Citroén Berlingo. Faults with the BCM usvally occur when it gets damp, with tell-tale symptoms ranging from various warning lights staying on to the loss of central locking. Snapped wires that prevent the necessary signal from getting through, ‘can cause similar problems. shop.kelsey.co.uk/subscription/CMEPrevention and cures For many VAG owners, cleaning leaf debris from the plenum chamber of their cars becomes a weekly ritual throughout the autumn and winter months. Others choose to remove the drain bungs altogether to allow better water evacuation. If water does get into the ‘abin and soak the carpets, you might bbe lucky and catch it before ie damages the ECM, Otherwise it will be a case of having to buy a replacement - for the ‘Audi AG, i costs around £200. > Numerous manufacturers from the late 1990s, including BMW, VAG and Jaguar, used a water pump with a plastic impeller and the result has been a legacy ‘of cooling and overheating issues. ‘What usually happens is that the {impeller comes loose on its shaft, especially when it gets hot, then breaks up with catastrophic consequences. If spotted by the driver in time, the engine might survive a potential overheat, Prevention and cures ‘The only means of prevention ist swap an old, outdated plastic bladed water pump with a pressed-stee replacement. Fitting anew pump is abit of fiddle and best done at the same time asa cambele change, butt wil undoubtedly be time well spent Be sure to dlean up the mating surfaces and apply a smear of Castrol LM grease around the O-ring to achieve a perfect seal. For peace of mind, water pumps with plastic impellers should be changed to steel replacements. Electric power steering > With the vast majority of new ‘ears now fitted with electronic power steering, it's no surprise more problems are being reported. One of the reasons we've included it in our ‘worst offenders! list is because of problems concerning diagnosic. It seems many owners ate shop.kelsey.co.uk/subscription/CME Top 10 most common mechanical faults Watch for these too! > Some VW Polos and smaller-engined Golf MkIVs eatured a reverse acting thermostat which can be broken by the impeller pressing against the housing. This in turn, causes the thermostat to stay shut, increasing the risk of overheating > With the proliferation of speed bumps, antl bar link bush wear has become a common ise. On cars uch a the Audi TT, the brackets ‘an rust and this can also become a problem. Listen out for any tel-tale knocks, > Like injectors, low plugs can get stuck in the head and become dificult to remove. Because the threads ae often so small (with some as little as 8mm) they frequently shearoff completely, > EGR valves can be problematic on most makes of car. There are two types: valves operated by means of a vacuum and others that work electronically. The latter ace particularly problematic on Vauxhall. You can try to clean them out with carb cleaner the rod that pushes the valve open often becomes sticky), but otherwise its a case of buying a replacement and they're not cheap at around £230, >> Steering rack problems are a common weakness on the MINL resulting in the steering wheel feling rough or notchy when tured, Power steering pump fllureis also common on early cas ~ you'll notice the steering suddenly feling heavy or see dash warning lights that may eventually prevent the ca from starting, > Still on the MINI, the Rover-derived MAS five- speed Midland gearbox fitted to 2001-2004 Ones and Coopers is prone to failure. it begins to whine or loses synchromesh, the cheapest solution isto buya reconditioned replacement, which will cost £400-700. You can converttoa more reliable Getrag unit, but youll also reed to replace the driveshaft, flywheel, tengine mount ends, gear selector and cables, and altbox, which can be pricey and is unlikely to be worthwhile on a car ofthis age. affected models include small Fats such as the Punto and Panda, Fiat owners ‘diving on the open road with the ‘City’ setting engaged don’t help matters. The EPS on the Vauxhall Corsa Calso receives a number of complaints; here the most ‘common symptom is the steering feeling lighter when turning the steering wheel in one particular direction, > plagued by problems, some of which start when the car is virtually news, which are either intermittent or simply can't be traced by a main dealer. In most cases, there's a partial or total loss of assistance and there are numerous possible causes, including problems with the motor, torque converter or angle position sensor. Some of the worst MODERNENGINES = CarMechanics @DTop 10 most common mechanical faults Prevention and cures ‘The EPS system requires a healthy 12V battery, soa weak alternator or dying battery are the cause of many problems. If problems disappear once a caris warm, check the integrity of the electrical system first, Following this, if any error ‘messages are showing, carry out a fault code reading in an attempt to pinpoint exactly where the problem lies. Often it’s possible to replace sensors, ECUs, torque converters, motors and racks separately, although fitting a complete column What stops cars most? ‘Who better to report back on the most common faults than the RAC, assembly with the ECU and motor attached and already calibrated as a plug ‘a’ play replacement can be a far more cost effective solution, Regarding the Corsa, most issues seem to originate from the torque sensors going out of balance and there are fixes outlined on the internet that can sometimes redress this. However, the problems will usually reoccur, in which case replacing the column is the best solution - they're £240 from specialists Western Power Steering (wow.westernpowersteering.¢o.uk). which rescues thousands of stricken motorists from the roadside each year. According to its most recent data relating to breakdown jobs, this Is the top 10 by volume of incidents (in brackets). 1. Non-serviceable battery (229,503) 2, Puncture ~ wheel change (177,515) 3. Battery flat (152,026) ‘4. Unknown (140,356) 5. Puncture ~no spare (96,839) 6. Tyre elated (76,304) 7. Alternator (61,599) 18 Road traffic accident (59,446) 19. Clutch assembly (55,247) 10, Starter motor (50,090) ‘As for top claims under the RAC’s warranty scheme, t's various electrical ‘components that account for four out the top five most claimed-for parts. Rank Part Description & most common fault Averagepay-out 1. Akemator Inernal or wiring fallure ‘using loss of vehicle electrics 302 2 Coil Internal or wiring failure ‘using engine running faults £125 3. Sensor Internal or wiring failure ‘using engine running faults £206 “4. Starter motor Internal or wiring failure causing on-starting issues £256 ‘5. Water pump Internal failure causing ‘overheating | £258 6. Lambda sensor Internal or wiring failure causing ‘engine running faults e189 7. Gearbox Internal fault causing loss of drive £1000 & EGRvalve ‘Sticks or gets jammed causing ‘engine running faults £285 9. Window motor Internal fault causing the windows to stop working e243 10. Clinder-head gasket Gasket falls causing overheating and other engine faults £486 © carmechanics = MODERNENGINES Broken coil springs > Snapped suspension coil springs have always been an issue, but as manufacturers have started to use thinner metal, the incidence of broken springs seems to be on the increase Usually what happens is that road salt gets into tiny fissures in the spring and cracks from which will eventually lead to the spring failing. It affects all makes of car, but when the spring breaks on the Ford Fiesta/Renault Laguna and a wide variety of other vohicles it can drop the strut and damage the tyre ‘Regular inspection is the obvious way to identify problems early on, although it's worth carrying this out while the car is up fon a two-post lift because fractures can bbe difficult to spot. Knocks while driving over a lowered kerb or pothole, and the car listing very slightly on one side are also giveaways that something is wrong. Replacing a road spring isa relatively straightforward and inexpensive affair, but be sure to replace springs as a pair and not individually. Consider a quality replacement spring kit from the likes of Eibach, which will give all four corners a new lease of life, Lowering springs are another option ‘There are reports of high MOT failures on cars these days due to broken springs. ABS control module > Brom early on in BMW 1-Series production there was a problem with the ABS control module and it’s an issue ‘that continues to blight ownership. In aa nutshell, the valve block fails, which brings on the ABS warning light - now an MOT fail point. Some MINIs also suffer from the same problem, shop-kelsey.co.uk/subscription/CME‘The BMW 1-Serias has seen high volumes ‘of ABS warning light problems. Prevention and cures Replacement units were originally in the region of £1200 but, having recognised the problem, BMW has done the honourable ‘thing and reduced the price to a more affordable £159.55. I's an uncoded unit and takes approximately two-and-a-half hhours to fit once the fault codes have been cleared and the system bled Dual mass flywheels > Bvery second vehicle built in Europe now has a dual mass flywheel (DMP). They are fitted to help isolate as much of the drivetrain as possible, to reduce vibration and add refinement. The first cones were introduced in 1985 on diesel BMWs, and as torque and compression ry ere Mme TEL) shop.kelsey.co.uk/subscription/CME Top 10 most common mechanical faults —_—_———o es not just diesel engi mass flywheels. The torsion springs inside ‘the DMF will become weak overtime and ‘the whole unit has tobe changed. outputs of modern engines has improved, so has the design of the DME. That said, bad driving habits such as letting a car labour in the wrong gear will quickly shorten the life of the flywheel, resulting in a hard clutch pedal, clutch slip and annoying rattles. OF course, the tolerances that manufacturers build into a DMF can be challenged by ECU remapping, s0 as more turbodiesels are being remapped on the aftermarket, the Incidence of ruined DMFs is becoming increasingly common. Overloading a car by towing a heavy trailer or ignoring ignition problems such as misfires can also result in the early demise of a DME. Prevention and cures ‘ha teary proves DOES issuers ok your ca ashe factory Intended and improve your diving sla Irensuring you te svays in the ight pera! rere The average cost of replacement DMP £800 (pus clutch ki equ), Eeaaeoengee paicenead ae & septa css cage opal tool te chek for free pay and rocking, Soll fiywbel conversion kts are resins eo er tober em mah Sains Al Td TT rd MODERNENGINES ¥ CarMechanicsUnderstanding ENGINE OIL Getting your engine oil choice right has become increasingly difficult, leading Rob Marshall to investigate how it can be done, while unpicking the latest developments. ven in today's supposed ‘eco- friendly’ world, the link between the modern motor car and the petrochemical industry remains unbroken. From most interior plastics to the fuel that still powers over 98% of cars registered on our roads, perhaps the most ‘obvious link to fossil-fuel i the engine ol ‘Whether mineral oll, intended for a four- pot classic, ora sophisticated synthetic lubricant for a modern direct injected turbocharged triple, the ‘base stock’ originates from crude ol. Yet, while nature provides the raw material, humans deliver the development. Petroleum based mineral oil was less prone to solidifying when cold and leaving fatty deposits While manufacturers have bespoke specifications that you shuld not ignore this ‘does not mean that you are limited to main ‘dealer parts counters, There are many quality ‘options but buy a recognised brand, or one ‘that can justify its assertions. @ # ‘Weare alltold that regular oll changes reduce motoring ‘costs in the long run but ‘making the wrong choice ‘can be counterproductve. behind at higher temperatures, compared to animal and vegetable oils, making it ‘more suited to the harsh environment of an internal combustion engine. Yet, the raw product remains far from perfect. (One of the notable pioneers of lubricating oil in the UK was Charles Cheers Wakefield, a publicty-conscious entrepreneur, whose business diverted from railway lubricants to supplying engine oils for motor vehicles in the early twentieth century. While supplying buses initially, the Wakefield Motor Oil company became an engine oil sponsor for more exciting competitive events to prove its engineering prowess. This successful publicity campaign began not with motorcars but monoplanes, possibly looking to cash-in on the notoriety of Louis Bleriot, a French cay accessory manufacturer, who flew to England aver the English Channel in under 40 minutes, By adding a small proportion of castor oil to Wakefield's mineral lubricant, the result was a superior ol film: the Castrol brand was born, Understandably, it was not long before attention moved. to motorsport. Consequently, the 1911, 1912 and 1913 Iele of Man Senior TT races were all won by motorcycles using Multigrades for classic cars tend to be mineral-based with minimal detergent additives. your dlassie tends to workits oll toa very high temperature, or you drive frequently at motorway speeds, consider upgra il witha superior high-temperature capability. shop.kelsey.co.uk/subscription/CMEUnderstanding ENGINE OIL NEW OIL STANDARDS - EUROPE LAGS BEHIND While API standards are general indicators of quality, they are not intended for European and British markets, unlike those of the ACEA. To provide a temporary ‘means of addressing problems that were afflicting GDI engines in particular, APL Introduced'SN Plus in May 2078, as an update to the pre-existing ‘SN’ specification, which gave breathing space to develop anew standard. The result is APISP, introduced formally in May 2020. Interestingly the ACEA has delayed introducing similar specifications; they were intended to be introduced during 2018. We contacted the ACEA and did not receive an explanation. All we can recommend for GDI engines is that you choose anil based only on the manufacturer’ recammendations. Ifyou own (or maintain) a very young car, especially a hybrid vehicle, you may see oil recommendations from the International Lubricant Specification Advisory ‘Committee (ILSAC), which the API adopts. ILSAC GF-6A (which is backward compatible, with superior performance over API SN Plus) and ILSAC GF-6B (for OW-16 oils only) specifications are the latest technologies, available since May 2020, which provide extra protection for timing chains, Low-Speed Pre-ignition (LSP!) prevention and fuel economy advantages. —— Jon, sw aS Viscosity is only part ofthe story and most smedern cars rely on synthetic oll. Seek-out the appropriate ACEA/API standards but prioritise manufacturer ratings. Castrol oils. Development accelerated during hostilities, where the range- topping Castrol R (Racing!) oll provided: tactical advantages for fighter planes, due ta the oil being able to retain its lubricating properties at the extreme low ambient temperatures that are typical of those experienced at high altitude. During the inter-war period, Castrol R continued to be the engine lubricant ‘of choice for British record breakers on land, water and ai, However, passenger ‘cats were becoming more popular but they had different demands to highly- strung race winners, Additives provided the answer, In the mid-1930s, Castrol's research department discovered that ‘adding tin and chromium elements helped to alleviate engine corrosion, internal sludging and oll ageing, caused by coxidisation. These issues were becoming noticeable on cars undergoing short trips and remain relevant today. Enhanced ‘engine design and better quality fuels have played essential roles since but dispersant additives keep combustion deposits ‘Check thatthe hose(s} between the valve and crankease (including any fine gauze ol ‘vapour separator) are unblocked. shop.kelsey.co.uk/subscription/CME suspended in the lubricant, Ultimately, this saves the car owner from having to dismantle the engine and serape away the carbon residues, in favour ofa simple and relatively inexpensive oil change ‘While racing lubricants provide oil brands with a degree of credibility, they were unsuited to everyday motoring, Excessive thickening at low temperatures makes the engine very difficult to turn-over and start from cold, especially for early motorists that had to wield a starting handle first ching in the morning. Ifthe oil was specified tobe thinner at lower temperatures, the compromise was excessive thinning when hot, courting engine damage. Additives came to the rescue, once more. While lighter oils were introduced to the British motoring public by the 1940s, defined by their viscosity thickness’), polymer-based viscosity index improver additives provided a solution to the lubricant thinning out excessively at higher temperatures. Another additive, designed to suppress the pour-point and PCV valves themselves can become logged with sludge, resulting nthe crankease pressurising, which past the various rubber seals, fausing elles. This PCV valves part of the cam cover, detating thatthe entire moulding bereplaced. reduce the oil's tendency to thicken at low temperatures, inhibits the o's wax ‘molecules tendency to link together as they become colder. By adjusting the viscosity improvers and pour-point suppressant additives, therefore, engine oils could adopt different viscosity characteriatics at set temperatures, This {important invention laid the foundations for multigrade oils and the resultant Society of Automotive Engineers (SAE) classification remains in force today. ‘The internal combustion engine has always been extraordinarily wasteful and lubricants have become increasingly ‘more important to reduce fuel consumption, Since the 1970s, engineers found that thinner (or less viscous) engine oils reduced resistance within the engine, wasting less energy. Engineers could use this to their advantage by improving performance, enhancing fuel consumption and reducing tailpipe emissions.Understanding ENGINE OIL Consult your handbook or ot recommendations. WHAT ENGINE OIL DOES Without a sultable lubricant, an internal combustion engine would not ast for long. A complete loss of oil pressure results in the heavily: loaded metallic components to contact, overheat and seize. Many parts ofan engine have different lubrication demands than others and the ‘main practical issues affect classic car owners, where certain anti-wear additives that protect older engines are either reduced, or removed, for environmental reasons. However, this does not always mean you should pay a premium for olls with these additives put back in: ZODP (Zine DialkyiDithiophophate) Isa typical example. Aside from preventing metal-to-metal contact, the oll must also transfer and shed heat effectively. However, this and lubrication are not its only roles. Certain components rely on the pressurised oil to provide an hydraulic function, such as valve lifters, variable timing variators and even timing chain tensioners. Some of these components can boast small ites that might block, especially ifthe car's service history is patchy. {As petrol and diesel are a complex mixture of compounds, they do not burn entirely cleanly. The engine oil must remove these deposits and keep them in suspension, so that they do not build within the crankcase, The deposits are one reason why the attractive golden hue of fresh oll turns black as it ages, especially on diesel engines. However, should the engine have a fault, or the oil has not been changed on time, the lubricant reaches a saturation point; the deposits can then fall-out ofthe oil and can start to build within the engine. The most common example is a sticky, plastic-type sludge that can not only block the oil galleries and affect the valve lifters (causing a loud rattling from the top of the engine) but it also. compromises the oil's protective qualities. Besides, modern engines also require chemical protection, While burning a litre of petrol produces, approximately, a litre of water that promotes rusting, addressing acidity is a further challenge. EthanoLlaced fuels, for example, lower the pH value of the oil, which is why the latest oil Blends include extra additives that can resist petrol containing up to 20% ethanol lls also keep rubber seals supple, reducing hardening and, therefore, the opportunity for leaks to develop. The lubricant API service SF aval 3 CU eee On this older engine, the stated API recommendation has become obsolete. Therefore, seeking an API rating thats back-compatible (API J onwards) would be a satisfactory solution, provided thatthe recommended viscosity is maintained. ‘must also maximise the life of the ant-pollution systems, including catalysers and DPFS. Naturally, motorsport provided an ideal testbed and BP's introduction ‘of & 10W-30 oil in its Formula Three racing car during the early 1970s raised eyebrovs, when many motorists were used to using 20W-50 in thetr vehicles ‘The subsequent promotional material, to ‘educate the public that engine oil choice can reduce fuel costs, started in the fuel- crisis era of the 1970s. Yet, legislation to limit catbon dioxide emissions especially hhas accelerated development. Five years ‘ago, CM reported that Shell Lubricants hhad modified a Mitsubishi engine to run on an engine with an amazingly-low prototype OW-12 viscosity oil, which has since become a production reality on some latest hybrids. In some instances, Elderly oll seals harden and lose their sealing abilities. Quality engine olls contain additives {to keep them supple. However, seal swell Additives may help extend worn sea ie, ‘when dosed into the sump separately. @ ® the ols so thin that the engine internals are coated from new with special anti- friction coatings to help tolerate potential extra metal-to-metal contact. Even 50, SW-80 is the most poptllar engine oil viscosity used by today’s car pate, supplanting the older 10W-40 grade. ‘As engines have become increasingly sophisticated, faster revving, hotter running and more powerful, mineral oil alone was no longer adequate, Synthetic oils maintain viscosity at high temperatures more effectively than ‘mineral types, although Gronically) they are made from components that originate from crude oil. Unsurprisingly, modern chemical additive packs have also become increasingly complex. Yet, when catalytic converters became commonplace in the 1990s, which reduce toxic emissions by passing spent exhaust gases over a honeycombed structure of exotic catalysts, oll formulations changed again, As all engines burn ofl to an extent, some of the anti-wear additives become deposited on the catalyst ‘materials, rendering them ineffective. ‘The problem was highlighted again in the 2000s, when diesel particulate filters (DPF) were blocking prematurely from anti-wrear additives, This led to low sulphated ash, phosphorus and sulphur (SAPS) lubricants that must be used fon engines that are equipped not only with DPFs but also Gasoline Particulate Filters (GPF). ‘This can restrict ol galleries and increase mechanical wear. While lushing additives help, severe cases may require dismanting and mechanical cleaning, image courtesy of Wynn's shop.kelsey.co.uk/subscription/CME 1401924376003 www.autovaux.co.uk Iisa Technologies Granville wik @) Gi nn 01924376003 | info@autovaux.co.uk autovaux.co.ukUnderstanding ENGINE OIL ¢ 2 Incorec oll has such a negative influence Jpocletions over ‘on engine life that warranty companies, wacosty lone tend to test samples of the engi before honouring or rejecting) Image courtesy of Millers Os | ‘Many modern cars, especially those fitted with turbochargers, possess oilto-water heat ‘exchanger, ool coalers. Check them for leaks: this one isozing both oll and coolant. Regular antifreeze changes reduces internal corosion, ‘which sks engine oll mixing with the coolant. ‘Modern engine ol pumps have their ole to play with reducing power ‘demands, The pictured BMW pump is ofthe volume-control design to Premature timing chain wear is becoming a noticeable problem on. ‘ensure that no surplus quantities of oll are delivered under low-load Certain modern GDI engines especially and the latest oll specifications operating conditions. Not only does this reduce fuel consumption but {re evolving to provide extra protection to these parts. Italso slows oll ageing. il does not last indefinitely within the hostile environment of an engine. Its molecular structures are torn apart by the oill being squeezed constantly between moving metal surfaces, such as the crankshaft bearings/erank pins and the cylinder bores/pistons. Eventually this reduces the viscosity so that the oil film strength is compromised, Heat also destroys the lubricant’ effectiveness on {@ molecular level. With modern petrol engines running at higher temperatures, the oil risks premature oxidisation and certain elements vapourising under the intense heat. Additionally, just as oxidisation causes food to go bad, ols natural interaction with atmospheric oxygen causes chemical degradation that not only affects the viscosity but also leads to reduced protection against deposits While the engine ol is designed to become dirty, the contamination must not drop-out of suspension. As the various additives packs are sacrificial, the lubricant’s effectiveness drops, once they are depleted. Blow-by gases that seep past the piston rings and into the crankcase, allied to any moisture from the closed-circuit breathing system, raise the oil's acidity, accelerate oxidisation and cause the engine oll to thicken. The resultant internal resistance raises fuel consumption but does not enhance the lubrication properties. More coramon on cars used on short trips, one that i il maintained, or where an injector fault exists, fuel can also wash past the piston rings and contaminate the oil, which elevates the risk of sludging and varnish accumulations. Most diesel models are designed so that the fue! raises sump levels, as part of the DPF regeneration process. Should you find an excessive ol level, there might bea problem with the anti-pollution equipment. o = shop.kelsey.co.uk/subscription/CMEUnderstanding ENGINE OIL OIL TEMPERATURE Even the latest design of engine has an ideal operating temperature for optimum efficiency, which is why the latest cooling systems boast sophisticated on-demand water pumps to speed the warming process. While most cars possess a coolant temperature ‘gauge, many drivers do not appreciate that the oil takes longer to heat up to its ideal temperature - of around 80°C. (Ol temperature is dependent on load, Sustained long motorway runs, or driving that involves high RPMs and hard acceleration make it run hotter. Should the oil overheat, its viscosity can drop excessively, risking increased metal-to-metal contact, as well as various constituents within the oil vapourising and depositing residues within the crankcase ‘On many modern cars, most of which lack either an oll temperature gauge/warning lamp (such as that pictured right), an oil cooler sheds excessive heat from the lubricant into the car's cooling system and so excessive oll temperatures are rarely a significant problem for everyday driving. Even so, the mechanically-sympathetic motorist that runs a turbocharged vehicle especially must still be sensitive of localised oil overheating, Short journeys, or those where the oil cannot attain 804°C, present problems. Should the lubricant be unable to attain. its ideal temperature, the moisture content cannot evaporate thoroughly and exit the crankcase via the breathing circuit. A consequence is oll thickening. As the engine also consumes more fuel when cold, it produces more deposits because of the less efficient combustion, which hastens the downward spiral, by further deteriorating the base stock and depleting the additive and detergent packs. These reasons explain why oil change intervals are dependant not merely on mileage but time. It also justifies why a well-maintained high-mileage engine can be in better mechanical condition than a low mileage substitute that has had infrequent maintenance. retard the ignition automatically. Yet, engine throughout these extended drain because the ignition source is oil deposits periods isa significant challenge. ‘The current generation of petrol engines, on the cylinder wall, electronics cannot cespecially, demands new generation oils. intervene. Violent explosions replace the ‘These small capacity, direct-injection, intended smooth burning, the long-term turbocharged units deliver impressive consequence of which is severe mechanical The Society of Automotive Engineers torque figures but require very low harm, including damaged pistons and _(SAE) determines the viscosity viscosity lubricants and extra additives _valves. While itis unclear whether the measurement for mono and multigrade to.cope with the higher temperatures, __ engine makers, or their lubrication oils. Yet, the ‘weight’ scales for engine Increased deposits and extended service _ partners, are to blame for this serious _lubricant viscosities are not comparable intervals. Unfortunately, certain calcium oversight, new oil standards are being _to those used for EP (Extreme Pressure) anti-wear additives, present within introduced to help combat the challenge, lubricants, such as gear oils. the ol, are responsible for igniting the Apart from LSPI, the desire to reduce ‘A lower number denotes thinner fuel/air mixture within the cylinders weight and carbon dioxide emissions oil and an easier pour point. For prematurely, As the condition tends has seen eump capacities reduce. While __multigrades, the 'W' denotes ‘winter’ to be prevalent at low engine speed oil change intervals have not increased _and indicates the limit at which the oil (<2500rpm) but high-load conditions, dramatically (if at all) within the last. ceases to flow properly LSPI (Low-Speed Pre-ignition) is the decade, many technicians and engineers OW will flow down to-30°C latest challenge to overcome. Pre-ignition concur that a biennial, or 20,000-miles, SW. up to-25°C Cpinking’/is just as damaging on these _changeiintervalis excessive. Various engine 10W (-20°C) engines as earlier units that lacked oil blenders have also revealed to CM that 15W (15°C) advanced engine management that could producing an engine oil that protects an 20W (10°C) ling an engine sump canbe just s damaging as allowing the ‘Te fine filtration channels on diesel particulate filters become level to fall too low. If your sump capacity isles than that of your ol blocked by certain anti-wear additives, They require low SAPS olthat filling can, da not add all the contents anyway. A clean measuring complies with the ACEA C grades, at the very least. jug ea useful cheap purchase for this task. shop kelsey.coub/subscription/CME = ©Understanding ENGINE OIL aati oe ‘The second figure denotes the viscosity at 100°C. Therefore, a muligrade with SW-30 viscosity Flows like a8 weight ol from cold, and so can tolerate down to 25°C butt will pot hin anymore than 2 ‘monegrade 30 weight of weld a 100% ‘An iverestng sie sat the pester the gap between weighting, the higher Therefore, 1 SW50 of wil eontain more ofthis polymer than a 1OW-40 multigeade ‘The downside to this that viscosity Improves influence depose bald within intakes As consequence of modern let traniflds carrying vesldue fom the SGankease breather and exhaust ase from the exhaust gas recirculation valet) he iacoity improver clement sticks tothe Surface and attracts soot particles, This results ina deposit build that reduces the ‘As with > Adding a flush additive to old engine oil, before draining it out, remains controversial between Divers. he primary purpose sto remove sludge deposits from the engine's internal surfaces. Good {quality flush additives contain extra detergents that dissolve the semi-solid impurities and keep them suspended in the ol Apart from freeing-up oll galleries, piston rings and hydraulic ifters from sludge that impedes their operation, flushes help to prevent ‘contamination of the new oll, which shortens is lif. The problem is not helped by some engines possessing sump drain plugs that are not located at the pan’s lowest point. For example, certain Vauxhall ‘Astra drain plugs are cited approximately 30mm from the base, meaning that up to 15% of the aged oil remains, ready to contaminate and reduce the life ofthe fresh lubricant. While a flush helps to reduce the chance of this happening, sucking the remaining oll from the sump via the dipstick tube, using @ suitable extraction tool, is another option. Some Divers argue that the dislodged deposits wreak havoc. Perhaps influenced by old stories of Ford CVH engines from the 1980s and 1990s, which were especially prone to sludging, this is not much of a worry on modern engines, unless contaminated severely. For such applications, there are professional options that are offered by garages. ‘additives, follow the instructions closely on the bottle. Some flushes contain sufficient lubrication aids so that the car can be driven, although most types recommend that the engine is tun with no load at either idle speed, or slightly faster, for a set period. Developments are continuous. Last issue, for example, we reported that Castrol has launched its all-new Engine Shampoo’ flush that claims to remove 8596 of petrol engine sludge. ‘Most turbocharge fallures are caused by ol breakdown, degradation or starvation. The pictured turbine shaft rotates at hundreds lepen slower engine speed. The lueing marks ‘on this shaft arrowed) shows localised ‘overheating, caused bythe being cut, while the shaft was stil spinning {nits soft bearings at high speed. inlets diameter, strangling the engine gradually of air. Car manufacturers specify that intake manifold contamination Is one of the many parameters that its lubrication development partners consider and highlights the importance of heeding manufacturer specifications on later engines, an issue that will be expounded later. ‘As oils have had to become ‘more sophisticated, the American Petroleum Institute (API) established oil performance standards, with the European Automobile Manufacturers’ Association (ACEA) following in 1996, These not only check that the claimed viscosities are maintained but also include extra tests that consider other factors, which influence engine life. These include abilities to resist foaming ‘Many turbocharger suppliers wll not honour warranty claims, unless you can prove that ‘specified parts ofthe lubrication system have either been cleaned, or renewed. (where the aerated oil causes the lubrication protective film to collapse), plus evaporation, sludging, ageing, bio-fuel degradation implications and the preservation of anti-pollution devices, such as DPPs and catalysts Im the case of the ACEA, its A/B sequence is for petrol and diesel cars/ vans and C relates to light-duty vehicles that employ exhaust after-treatment devices, such as particulate filters. The E grade is for heavy-duty types of diesel engines that are not considered within this feature. While they hail from North ‘America, da not consider API ratings to be an irrelevance, because the API seems to have been more reactive in recent years to establish oil standards to help tackle the problems associated with ‘modern GDI petrol engines. @® carmechanics $ MODERNENGINES shop.kelsey.co.uk/subscription/CMEUnderstanding ENGINE OIL er eee ee ee ed Ree ree eee nes veaiakd pea CE enrmenes le eRe Ree ecg Introduced in May 2020, for protection against LSPI, timing chain pence wear, excessive deposits for pistons and turbochargers, and more stringent sludge and varnish control icoeracey | Cueeviee cg ere ag Poe eee ee Sa Eocene eel ern tae) Cite ae ny For 2001 and older automotive engines eee EO ene ee ee er eee eee Ponernre nie Selecting engine oils aero en As viscosity does not indicate quality, its all’ appr Ca dotctbest your pirchasicg Gocision | Dulin eR rane on that single factor. The Verification coer oan of Lubrication Specifications (VLS) ‘ specified. comments that the ACEA's oil ir best, Using th can caus See sequences, in particular, have moved ciate from being a standard for European i ae engines to now being a start point, The aes sult of this has seen car manufacts lig pried demand variations on the ACE, you must not consider e Ae sequences to meet the requirement Up with a different sequence oll to that eee hs thelr epecific engines. This has seen a pecified by the manufactur eee huge variety of SW-80 ols appearing it possesses the same Gaeseens the market, with Ford, General » example, using a ACI cane sans PSA Groupe, and more, calling for diesel engine that requires an ACEA C2 an tandards that suit their new vehiel pecification will educe particulate filter eee but not thase from other manufactur if, at the very least. S warn ’schairman, Andrew Goddard, an older ca, ita EA and APL Introduced in 1998 aders to be on their guard _ preferences might have become obsolete read Do not presume that all ratings ae Peete always ba P CF-4, and CG-4 service not be improving engine protection by Preece adding the latest specification lubricant Ue eet ae eke The C grade covers vehicles possessing sophisticated exhaust after-treatment devices. Ce Rd For petrol and diesel engines with extended drain intervals/severe operating conditions as defined by eet For petrol and direct-injection diesel engines with extended drain intervals/severe operating conditions as defined by the Engine Manufacturer. Back compatible with A3/B3. Pere nee net ee one Sead Lowest SAPS catalyst compatible for vehicles with extended drain intervals. Suitable for modern after-treatment systems for petrol/diesel applications. Low viscosity oils re Gee ee ner ee ee Meee eae eee Sea gee eRe Mid-SAPS catalyst compatible for vehicles with extended drain intervals. SMe eee eee eee uae te CT set ce Low-SAPS catalyst compatible for vehicles with extended drain intervals. EN ee ne eee eg DOE ee ec ee ne Rees meee ener eee eee en ete 3 MODERNENGINES $9 CarMechanics QDUnderstanding ENGINE OIL Old serew-on il filters can be tricky to remove but you can buy various toolste help. Use hand pressure alone to fit the replacement, OIL ADDITIVES Unlike engine oils, adcitives do not have to meet any technical standards. Does this give credence to the argument ‘that you are wasting your money by dosing extra chemicals into your oll? Quite possibly. Yet, consider this: while your Vehicle handbook might wara that the use of additives is either not recommended, or prohibited, we have heard from, additive companies that certain carmakers use some of thelr products within their UK dealer networks. Unfortunately, we cannot elaborate on our sources of this information due to confidentiality, butt gives credence that you cannot dismiss, all additives as’snake oils: Additionally, with an increasing umber of independent workshops and CM readers experiencing Issues caused by ‘contamination’ additives have a more prominent role to play now than before. ‘According to Wynn’, its cl additives contain viscosity index Improvers, to aid stability especially at high temperatures, as wellas containing extra detergents and dispersants to prevent combustion deposits from linking together to form sludge. Further claims include reducing oil ageing, plus controlling oxidisation and the resulting oil thickening and an inctease in ol iter life, The brand highlights that these qualities benefit modern engines with extended service Intervals and small capacity sumps in particular. Yet, there isan argument that modern engine olls contain these additives already and dosing new additives can interfere with the delicate chemistry balance, potentially Putting it out of specification, Shell Lubricants is one such company that adopts this stance. However, certain companies produce both engine oils and additives. LIQUI MOLY is a notable example, which claims that its additives are fully compatible with every common engine oil and cannot affect the chemistry of the engine oll negatively, if added correctly and as directed. The more discerning motorist can also choose additive packages as protective measures. Most engine wear occurs immediately following a cold start, where internal ‘metal-to-metal contact ensues between the engine firing and the oil arriving at its destinations. You can tell if this is occurring, should your oil light remain illuminated, or ‘you notice a change in engine note within a few seconds after starting. Therefore, you might wish to consider an ll passes through the oll filter, beforeit goes anywhere es technical specifications, including filtration requirements, anti-drain values and bypass valve pressures. Never risk undermining your car's lubrication system with unmarked, generic ters. Protect your skin, when handing both new and ngine oils Quality filters respect carmakers’ anti-wear additive, especially on an engine that is prone. to this ‘dry start’ scenario, or one subjected to short runs and regular stop-start motoring, Yet, even with just this single aim, you can find a variety of different chemistries ‘employed, dependent on your budget. LIQUI MOLY told Us that its anti-wear additives range starts with Oil Additiy, Which utilises molybdenum disulphide particles that cling to the engine's surfaces, Alternatively its Motor Protect product offers a chemical alternative that uses friction modifiers to smooth the metal surfaces, instead of physical protection. Cera Tec is a combination of both methods but it used more costly ceramic particles for its solid lubricant instead of molybdenum disulphide. When we questioned whether this makes any difference to the performance of a modern lubricant, the company revealed that tests at the automotive engine test centre, APL in Germany, showed that the wear protection level for engine oil doubles, when fortified with Cera Tec. While diesel engines tend to run at cooler temperatures, their oll tend to contain extra detergent additives to ‘combat the higher quantities of saat produced. Diesel oil deterioration remains a significant problem and is one of the leading causes of ol starvation in specific applications, such as the Ford/Peugeot/Citro&n/MINI 1.4 and 1 6sitre turbodiesels. tis unsurprising, therefore, that diesel-specific additives are available. BG Products, for example, highlights that its Diesel Oil Conditioner (DOC) maintains the oil's viscosity, improves soot control, reduces friction and sludging and reduces oll breakdown and evaporation effects, Oo shop kelsey.co.uk/subscription/CMEUnderstanding ENGINE OIL > While Low-Speed Pre-lgnition (LSP) afflicts turbocharged direct-injection petrol ‘models, consider other issues that afflict these lightweight but highly-strung units In order to reduce internal friction for fuel consumption ‘and CO2 benefits, ow tension piston rings exert Up to 60% less force against the cylinder walls, ‘compared to older indirect injection engines, ‘while compression has increased by as much as 50%, This places the piston rings under greater strain to prevent the gases from leaking past them and into the crankcase. Even in normal use, a small quantity of engine oil collects behind the piston rings and, due to the high temperatures involved, it hardens and restricts ring tension. The result is that blow- by gases increase, pressurising the crankcase ‘excessively and contaminating the oll with soot and fuel. This problem affects engines ‘that are far from worn out. When conducting afield test in North America, BG Products found that compression had reduced by 8% inthree cylinders of a Ford 2.0-itre GDI's after ‘only 11,000 miles. Italso tested a Mazda3, ‘hich experienced up to 1436 reduction in ‘compression after 36,000 miles. The solution lay Inemploying a good quality engine flush that dissolved the deposits behind the piston rings, followed by a suitable ol fortifierto enhance the lubricant’s high-temperature stability and act as a preventative. Renew any crushable washers, prior to refitting the sump plug. your plug appears worn in sucha way that removal could be made affcult, Consider that new replacements tend tobe inexpensive and most motor factors hold the most common types on the shelf, which include the ‘anand take it to your nearest household reuse/recyd ‘hich have facilites for old engine alls safe disposal washer, where needed. ‘As engines have become increasingly fussy about their lubricant choices, the best advice isto consult your handbook, The manufacturer's specific standards should be listed, which includes requirements for that particular engine lover and above the proprietary APUACEA standards, The VLS told us that you might see these standards printed on the oil packaging, where the lubricant might be suitable for use, meet the requirements shop.kelsey.co.uk/subscription/CME of, or might have passed (and paid for) the ‘armaker’s formal approval process. Yet, lokat the wording on the bottle carefully, Dbecatise ‘suitable for use’ is rather different toa formal car manufacturer sanction, Who to trust? While oil companies must ensure that the statements and specifications on their packaging are true, minimal independent testing checks that engine lube is to its stated description. In the UK, the VLS acts on receiving complaints and has a procedure in place for testing and enforcement, More recently, the organisation has established a more proactive means of operating but it cannot test every oil grade from every brand. ‘Therefore, our best advice is to buy from a trusted brand from a trusted source, ‘The same advice applies to oil filters, MODERNENGINES $9 CarMechanics >Working on TIMING BELTS Despite being the bane of many motorists’ lives, Rob Marshall argues that timing belts can be better than chains. He discusses their development, DIY replacement and the latest applications. hings were much simpler in the old days, At one time, vital parts ‘ofthe engine were prevented from smashing together, by being synchronised with a dependable chain, Buried within the bowels of the ‘engine, it was intended to last the life of the car and, even if worn, the driver was alerted by a telltale rattle long before chain failure could cause the engine's vital internals to become violently and expensively intertwined, ‘An advantage of early side-valve and pre-1960s overhead-valve (OHV) ‘engine designs was that their cam and crankshafte eat fairly dose together within the engine block, meaning that the interlinking chain’s length was kept relatively short. On some engines, such ‘as Ford's Cologne V4 and V6 units, said Replacing timing belts and thet associated partsisa gears were used instead of timing chains, but even they could suffer from stripped teeth as the engine bearings became ‘worn, Most OHV engines linked the camshaft and valves tagether through a series of rods and rockers, hence their description of push-rod!, which required tappet adjustment at every major service. Push-rod engines lasted until relatively recently, one of the most famous being Ford's Endora-E; its lineage can be traced to the 1950s Kent unit, which ended its pa its drven bythe timing bel OAR CLL, my = days powering certain 1300cc variants of the first-generation Ford Ka, With the desire for more power, improved refinement and greater efficiency, overhead camshaft (OHC) engines replaced the push-rod's valve- sear, by placing the camshaft over the valves. This created a problem for the humble timing chain. With the camshaft positioned further away from the crankshaft, not only did it have to be longer, which dictated more elaborate Pictured on the top left ofthis Mitsubishi gine isa balance shaft belt, which must be replaced atthe same time as the main timing belt. Note also the hy which ulises engine belt application ch (GSFCARPARTS) G2 WW'W.GSFCARPARTS.COM @ Ca shop.kelsey.co.uk/subscription/CME‘Timing belts rarely snap. More ‘commonly, the fibre teeth will shred, for else the belt simply falls from its pulleys. Naturally, leaving the belt pasta reasonable replacement interval can lead to excessive deterioration of te structure, Yet, a a timing belt tends tonot only drive the camshaft butalso other tems, such as the ollwater high-pressure fuel pumps, forthe balance shafts, any wear of those items, including within their bearings, Will pace the belt under adltional stress ‘The bets likely to be routed around idler and tensioner pulleys, with deteriorating bbearings on those components affecting longevity also. Should the tensioner fall for example, the slack belt can simply ‘come away from its pulleys ‘As bel Ife is linked so directly to the health of those other components, itis wise to not replace the belt alone. For this reason, most timing belt are supplied as part ofa kit that should incudea tensioner and idler at the very least. However, you should consider taking the operation one ther, by renewing other item 3 example, tend to require replacing atleast every other belt change WHAT GOES WRONG? and this gives you the opportunity to refresh the coolant, renewing the cooling system’ ant-corrosive properties that The top timing Itcover is secuted bya selection of bots Unserew and store ther carefully, then remove the moulding and check itferdama CGSFCARPARTS) @ WW'W.GSFCARPARTS.COM @ = shop kelsey.co.uk/subscription/CMEWorking on TIMING BELTS ¢ Accassing the hole, through (GSFCARPARTS) CAR PARTS, ACCESSORIES & TOO S shop.kelsey.co.uki/subscription/CME which the crankshaft inserted, ing further dismanting (see Step 5). > Remove the rocker cover, including its gasket. Have a fresh gasket to hand, ready for refit ‘once the procedure has been completed. prior tofitting another Focking toolin the provided slot. re ieand discard the tensioner. The top timing 4. conduct other repairs > Onthis engine, the top timing bet land detach it from the pump shaft << Undo and retain Discard the old part. > Remove the ‘camshaft pulley B bolt. nthe absence ofaWorking on TIMING BELTS bo ES ENS SSIS & TOO Even if thisengine were fitted to the ca, t would req ting from beneath and the off ‘mounting would have Unscrew the fxings that hold the front engine cover tothe engine block and lift t aay, ensuring you avoid distortion. The crankshaft pulley nut can be very tight ~ although this Inspected (se Torsional vibration dampers TVD}. > Thefront aluminium engine cover also houses the oil umpand is removed Uunserewing Its bolts (ee Steps 18.nd 19). 4 The wet belt has shredded its ‘teeth, causing the timing between the crankshaft, becom outofoye- > Remnants of teeth can alzo be seen within the wet belt assembly. TLC Ford also Advises that the sump be Femoved and the ol pump fHralner checked, the: teethe ‘heir way andre being’ rethe ‘orc screws that hold the pumps meshing gears. Clean the remnants ‘aver back inte position, (GeFCARPARTS) @ WWW.GSFCARPARTS.COM @ ® shop.kelsey.co.uk/subscription/CMEWorking on TIMING BELTS (GSFCARPARTS) CAR PARTS, ACCESSORIES & TOOLS {Remove the cilpressure-fed timing belt tensioner by ‘ unscrewing it from th SN, ain bc Yomay cide to replace it if ts >the complete wetbutanensly cnbelteltonte M Srtve ich ines abate pase Std ep Berrios The belt mustbe fitted so thatthe red marks on the belt align withthe ‘The replacement wet belt assembly s supplied from Ford asa complete kit and not notches on the pulley One Is provided forthe just the belt on its own. crank sprocket, nthe diesel pump. “4 Fitthe wetbelt assembly. One dowels supplied on the crankshaft(see Step = 1 inset pic, the tiesel pump alignment ‘mark must point tothe ‘2otdock position > Serew.in the tensioner, not forgetting to replace the ‘qushable copper washer between the tensioner and the engine block. Reassembly continues from Step33. ho carr You will also need to buy 3 hub IH you prefer not to replace the wet belt, a chain ktisa simple bolt-on conversion that assembly so that you can tthe does not require periodic replacement. chain sprocket tothe diesel pump shaft. CGSFCARPARTS) G2 WW'W.GSFCARPARTS.COM J§ shop kelsey.co.uk/subscription/CME = @Working on TIMING BELTS (GSFCARPARTS) CAR PARTS, ACCESSORIES & TOOLS Fitthe complete chain ‘cartridge assembly, rank must bottom sprockets drilled hole The circled in they are tight before asbeing tightened in ‘Step 28 toreveal the threads. sprocket. Note BA) thatthe square hole should be aligned at the 12 olock postion. > Fitthe oi ump cover witha new gasket, once the securing bolts aretightened evenly, it isadvirable to replace ‘the crankshaftoll sal, | prior to refitting the front cover plate and > Thedlieset ump seal Sad supplied with its new ‘outer case. Once fitted ae co of | (GSECARPARTS) 2) W'W/W.GSFCARPARTS.COM oa = shop.kelsey.co.uk/subscription/CMEWorking on TIMING BELTS (GSFCARPARTS) CAR PARTS, ACCESSORIES & TOO l S Fitthe dry timing belt's bottom pulley ‘Once fited, the two indented timing Ensuring thatthe camshafts still conto the diesel pump sprocket/pulley ‘marks (highlighted white inthe locked securely (see Step 3), refit ‘assembly. The bolt hole pattern ensures that pictureabove) shouldalign and point atthe the top timing bet pulley and tighten, itecan be installed one way only. 12 otdock position Its fixing bolt. Vy, Fita new timing belt tensioner, which "Note that the pictured arrow on the ‘Thread the belt onto the pulleys. Never should come as pat of the bet kit. You tensioner should point towards the rear crimp new belt and ensure that the might wishto usea thread-locksolution onthe ofthe engine andindicates that tsadjuster embossed arrows run in the same direction as. bolt threads, but donot tighten thebelt yet. must be turned anticlockwise(see Step 42). _thepulleys withthe engine runnin wae / ‘After removing the locking plate/pins, the crankshaft rotated two complete revolutions and the timing marks are rechecked for correct alignment (see Step 37). CHANGE INTERVALS Be extremely cautious about following offical change intervals othe lete, because not alltiming belt are able to reach them. Car-makers supply both time and mileage-based replacement requirements, with the important proviso of whichever comes fst Thisis because rocker cover, the water pump pulley, the engine mounting, et timing belts tend tobe placed under greater stressin stop-start motoring conditions ois ikely a West midlands Wa se. ‘thatthe timing belt on a lowmileage car that has been used exclusively for urban trips wil fail :ooner than one on an Klentical vehicle that has covered similar mileage on Tong motorway runs Ifyou are looking to buy an older lowmileage car, disregard the vendor's assurance tha the mileage s too lw to justly a timing belt change, when its age indicates otherwise ec (GSFCARPARTS) €2 WW W.GSFCARPARTS.COM Jimi shop.kelsey.co.uk/subscription/CME = @Working on TIMING CHAINS Timing Chai With car owners running scared of timing belts, . chains have experienced a resurgence. However, Rob Marshall says that choosing a car with chain-driven valvegear might not be your best option after all. ‘or many people, swapping the ‘once reliable timing chain with a flexible belt was a serious error of judgment. Afterall, old-fashioned chains often outlasted the engine, whereas a timing belt is another perishable service part. In addition, the owner has to bear the considerable routine cost of renewing not only the belt but also its tensioner and, possibly, the water pump, just in case the parts fail without warning and wreck the engine Why belts and the change of heart? Contrary tothe views of many sceptics, timing belts were not introduced to tnaririse dealer workshop and parts? Sales profits, although this might have been a welcome by-product for some manufacturers, Av overhead valve engines (euch asthe type pictured in Steps 1-15) hd their camshafts situated beneath the cylinder bores, the tining chain's length was kept relatively shor. Although the ensuing overhead cam (OHO designs SHACKLE PLATE SLEEVES/ROLLERS. “angen @ ening Oe © carmechanics $ MODERNENGINES ‘The timing chain links the erankshatt tothe camshaft. Onthis Volkswagen Tslengine, timing chain problems the presence of a second, chain, which drives the ‘il pump. positioned the camshaft hove the pistons and valves, ridding the engine of power-sapping, maintenance-intensive and noisy rockers and pushrods, the timing chain By had to extend from the bottom to the top of the engine, Ensuring adequate lubrication, to reduce the chance of the timing chain ‘wearing out or breaking prematurely, gave engine designers plenty to think about. Although wear is referred to as ‘stretch’, the term can be misleading; the chain’s pins and holes wear and develop slack, with the resulting elongation causing the camshaft’s low-grade, low-cost alternative that has that offers warranty. | Serna bare eh eo dil fl resin pins Asemble-ivet-Cl-Chck rotation to lag behind that of the crankshaft, Due to its increased length in OHC applications, a potentially {greater increase in dimensions is likely to affect both valve and ignition timing ‘more acutely. Some OHC designs were Gtted with chains, including those fitted to various Jaguars, certain four- cylinder Saabs, plus early attempts in the old four- and six-cylinder E-series range from BMC, the Maserati-engined Citroen SM and Triumph’s Stag V8, but those particular engines weren't nated for chain reliability and ease of repair. Timing belts, however, require no external lubrication and tend to be not only virtually silent, but also efficient in operation, They have become ubiquitous in the UK since Vauxhall fret fiteed them to its 1.6- and 2.0-Ltre Victor FD engines. Nevertheless, timing belts developed a poor reputation very quickly. Barly lifespans were short, sometimes less than 30,000 miles, Even today, many belts and their shop.kelsey.co.uk/subscription/CMEWorking on TIMING CHAINS How timing chains work > Timing chains and belts synchronise the engine’ pistons, via the crankshaft, ‘with its valves, via the camshafts, whichis vital to ensure proper performance, efficiency and longevity. The chains must be kept taut. Tensioners can operate in several ways. On older engines, they can bea simple strip of sprung steel, which bears against a portion of chain that runs between the sprockets. Other types involve a piston that acts indirectly on the chain, within the casing of which isa strong spring. Alternatively, pressurised ol rom the engine's lubrication system can be used but a cracked tensioner housing, worn seals, poor maintenance and incorrect oil wll reduce its effectiveness. We have also heard ofthe rubber/plastic tensioner ends, which bear directly against the chain, breaking up in some cases, due to poor quality control. Chain wear is also promoted by poor installation, such as fitting a sprocket incorrectly, which results in the chain not running true. ‘Sprocket teeth can also wear and reusing worn gears, especially they are made from either a soft metal or nylon, to reduce noise, isa false economy. Especially important for longer chains, the guides, or rails, help to ensure the chain can neither vibrate flap about, nor jump from its sprockets. Most modern engine guides are made from plastic and should be renewed whenever the chain and tensioners are replaced, ‘onthe sprockets, buts noisierin operation compared with silent type (pictured below). components struggle to reach their stated replacement intervals and most technicians advise that they be replaced prematurely. Practical issues of accessing the parts within a cramped engine bay, plus early confusion about how to tension the bele correctly, didn’t help, ‘Somewhat unfairly, the automotive repair trade does not enjoy an enviable reputation, with suspicious, non- mechanically minded motorists not taking kindly to receiving a large repair bill for replacing components that do not seem to make any discernible difference to how the car drives afterwards. Under pressure to reduce both ranning and servicing costs (mainly to appease the fleet sector), manufacturers developed a new generation of cam-chain engines to rid their customers of the derided belt. shop kelsey.co.uk/subscription/CME Generally, two chain designs are favoured. roller chain {atthe top of the photo) reduces fiction and wear Not so perfect While iti reasonable to presume that modern design, engineering and ‘manufacturing techniques have solved the timing chain's foibles in an OHC application, many modem cars can experience probleme, As the chain, tensioner and guides are located inside the engine and cylinder-head castings, significant dismantling is required to actess the parts and some models might even requite the engine to be removed. {As with timing belts, however, certain specialists view timing chains as a service part, even ifthe manufacturer did not intend them to be so. For example, the 2.8 lite VR6 design, used fon many Volkswagen models, includes several chains and the unofficial recommendation is to have them all Some kits may include extra items, including bolts, gaskets, guides, tensioners and sprockets, such as this fll kit for Ford’ 2.0itre decel engines, which are fitwed to Transits and Mondeos from 2000-2007. changed every 100,000 miles, presuming that they have not failed earlier. Some engine designers have been accused of underrating timing chain specifications, Yet, packaging, weight, longevity, efficiency and cost tends to influence engineers into making a ‘compromise, which is why heavy-duty ‘duplex chain layouts are not used in all ‘cases, Should your car experience timing chain issues, do your research carefully to see if any updated parts are available from either the carmaker's franchised ‘outlets or through aftermarket suppliers, When purchasing parts, be aware that many main dealerships tend to price components individually, ‘whereas quality aftermarket suppliers are more likely to supply a kit of parts ‘that might include the chain, gaskets, tensioners, guides and sprockets, depending on the application. You may find that a split link timing chain option ‘might be available, but you will need to obtain the appropriate tool to crimp the chain's links. Many engineers advise you to remove the entire assembly and Inspect it for other worn parts that ‘When buying parts be aware that many kits {orvehicles with variable valve ining are ‘ferent and may include the variable vale timing sprockethub assembly. > MODERNENGINES $5 Car Mechanics D>Working on TIMING CHAINS Identifying timing chain failure > Aswith a broken timing belt, should the chain fail completely, the engine will not only stap running but the valves and pistons are also likely to collide, which could cause major mechanical damage. Identifying impending chain failure should be your priority. As chain clongation’streteh (and/or inadequate tension) tends to precede breakage, look fr tell-tale signs such as.a scraping and ratling notse ‘emanating from the timing chain area, which may be more noticeable Con start-up and at tckover {As timing chain‘stretch affects the timing setings, poor running, might result, but this can be masked by sophisticated self-learning, {engine management systems that compensate for the mechanical ‘wear. Some cars might display an engine fault warning light on the dashboard panel, but the fault codes generated are unlikely to point directly to a worn timing chai. Should you drain your ollat home, the presence of any plastc‘pips' might indicate a disintegrating chain ‘Quide, meaning that the affected components must be checked immediately. n some cases, removal ofthe ‘sump could be necessary, to check fora clogged oil pump strainer. ‘could shorten the life of a replacement chain, Plus, the risk of dropping something inside the engine accidentally ‘ould land you with even more work Looking for quality ven original equipment (OE) suppliers do not always get the ‘quality right. In a 2012 interview with Germany's AUTO BILD magazine Volkswagen Group's head of quality control assurance attributed timing hain failure onthe 1.-litre TSI petrol tngine toa supplier using worn tooling. Ferhapo undermining that conclusion, the report also highlighted improved timing chain tensioners that were available for other engines in the TSI range, although the journalist did not provide a delnitive answer aa i why Chain failure was so widespread Stop-start driving (not helped by eco stop- Sart technology), city conditions snd poor oll quality were mentioned, filef which put thy chandler extzs Strain. Intereatingly, more recent built ‘TI direct injection petrol engineo are fitted with timing belts ven though other manufacturers are experiencing issues with timing bet longevity official reals for free timing chain replacements are unusual, case they tend not tobe safety-critical For example, even after experiencing complaints that attracted the eyes of BBC Television's Watchdog consumer affair programme in 2013, BMW UKs press offce took almost three weeks {o confirm to Car Mechanic thatithad not issued any kindof recal forthe N47 20st date timing chain. However Cif understands that BMW has issued ‘what it eala“a quality enhancement measure” for the N47 timing chain, but the company insits that this “must not beeen aoan indication ofa fault © carmechanics $ MODERNENGINES or inherent defect with this particular engine.” Nevertheless, the sheer number of problems encountered by owners ‘might lead a reasonable person to conclude otherwise, especially as repair entails the engine being removed fram the car and reports indicate that the cost can reach £8000 or more, ‘Manufacturers azo tend to state Although an engine warning lamp may indicate a cam sensor fault, i's possible thatthe real iesue les withthe timing chain, PN ery lay > Replacing a timing chain at home can vary from being mildly challenging to almost impossible, ‘especially ifthe engine needs to be removed and special tools are required. Toilustrate how the procedures difer, the following stages, show the timing chain replacement ‘on anold-style overhead valve ‘engine, which is relevant for the Ford Kent-based HCS and Endura-E family ‘of 1300cc engines, compared to a BMW E87 1-Series, whichis ited with ‘a double overhead camshaft 2.0-itre N46 petrol engine. Despite being 22006 model with approximately 30,000 miles recorded, it was suffering from poor running that was mainly ‘due to an elongated timing chain, that timing chains are engineered to last for the life of their engines, thus failure must be down to neglect. Infrequent oil changes will not only wear the chain physically, but could also affect the ability of a tensioner to work properly, especially ifit relies ona steady supply of clean oil. Should your car be within its manufacturer's warranty period and serviced outside of the main dealer network, including at home, you must ensure that you retain all records relating to not only the oil change mileage, but also the exact type of oil and filter used, both of which must he to OF specifications, ‘The vehicle manufacturer is not obliged to provide goodwill gestures once the warranty period has expired, and if they are offered, they tend to be more generous to those customers who have invested in main dealer servicing. Generally, the burden of proof ison the owner to demonstrate a manufacturing defect, and although this is sometimes possible, using the services of an independent parts inspection expert (such as Deka, www. dekra-expert.co.uk), it wil require that the part be removed from the car for analysis, which may involve the vehicle being off the road for some time. If legal action is taken, you may have to seek judgement against the vehicle ‘manufacturer, which may not be the same as the importer. ‘While ascertaining the quality of timing chains and kits is not easy, do not be tempted by the cheapest parts available. Although our independent sources did not wish to be named, concerns were voiced about the grade lof metal used for timing chains, in general, The best advice isto always buy parte from a reputable retailer that offers a reasonable warranty. shop.kelsey.co.uk/subscription/CMEThe crankshaft pulley bolt/mut can be tight and tricky to remove, espectaly if someone has applied a thread-lock solution Inthe past inspect the pulle’s condition and renew the bolt if necessary. ‘Check that the timing marks line up, usually when piston Tis ‘On this engine, the timing chains slackness ls controlled by a sprung- ‘metal tensioner that bears against it.The {tensioner sited tothe chain cover, which ‘Azo check the condition of the cover. ‘Although penetrative corosion Is sy, the ends of some sprung tensioners ‘anwear through the cover, which can result Inasevere il leak. shop kelsey.co.uk/subscription/CME Working on TIMING CHAINS ‘The timing chain cover tends to be EAE secured by a variety of bots, screwsand ruts, Remove them carefully but note that ‘the cover can be made from thin metal and candistortf too much pressure is applied. ‘Onthis engine, the camshaft gear is held in place by two bolts, witha rectangular locking plate that prevents them ‘from unscrewing. Once removed. ‘Assuming that anyother consumable parts are easy to access, It might be foolish not to replace them. Here, the ‘rankshaft oll sea was levered from the housing ‘and anew one pressed into place evenly. ips. The pin must not exhibit be twisted out of shape ‘With the cover off, the camshaft and crankshaft gears, chain and oll ‘thrower ate all accessible, Clean away any old gasket material ensuring that ‘emnants cannot fllinto the sump. «the camshaft sprocket can be freed (with its Woodruff key, if fitted), along na a When replacing the timing chain, sways renew a worn tensioner You can make arough assessment ofits condition by inapecting the wearing surface for obvious Inspect the timing gears'teeth for any wear. Note thatthe unused crankshaft sprocket possesses sharp teeth (pictured at right) compared withthe blunt ‘ones onthe removed part. > ® eoWorking on TIMING CHAINS Reassemble and refit the timing sprockets, il thrower, chain assembly and gasket with new parts, where appropriate. Double-check thatthe timing marke align before tightening any taining bolts PACE e tray EN Car cg Te ure ure ue ‘An economical repairs impossible without proper diagnosis. Apart from chain rattle and 3 wer, adiagnostic check reveals other unrelated Issues withthe variable valve lift mechanism (Valvetronic). ‘Multiple retaining bolts are unserewed (see also step 38), before the rocker cover, its gasket and sensor plug are remove and stored ina safe place It is prudent to also take out the spark plug tubes. Diet all not only affects timing chain Iie, Itcan also damage the variable {As this engines chains olled by splash lubrication (and it was being rebuilt), the chains treated with an engine assembly lubricant. Gling the chains not always necessary - check your workshop manual. Wihen fitting the cover the tensioner is levered out of the way, so that it bears against the chain and holds it under tension ‘when released. The retaining nuts/bolte must be tightened even! > Toaccess the rocker cover, wiringis| ‘disconnected and ‘anumber of plastic ‘overs, Including the Scuttle panel beneath the windscreen, are ‘either removed or manoeuvred away {rom the work area, ‘Although this feature concerns the Remove the bolts and brackets. Carefully chain specially, itis worth inspecting pullthe pair of solenoids, which control ‘the camshafts and variable valve timing ‘the VANOS (valve overlap timing), from the mechanism for any obvious faults, including _cylinder-head, ensuring that you do not fractures and broken springs. damage the rubber O-ing seal see Step 36). Inspect the chain's condition. This one Remove the undertay, prior to appeared tobe tight, until the engine ‘was tured over slightly, then the true state of the slack was revealed; this particular ch hadalso jumped a tooth, rulning the timing. uunhooking the ausiliary belt, by ‘manipulating the sprung tensioner f you find {raying orspits, consider renewing it (and the alternators one-way clutch, i fitted). shop.kelsey.co.uk/subscription/CMERotate the engine until the numt piston sat TDC. A dedicated locking tool must be used, which i inserted into the engine block and flywheel to fixthe ‘crankshaft into position (see also Step 35). ‘Situated low down on the offside front ofthis engine, the timing cha tensioner con be unscrewed and removed from the block. This unit does not work by of pressure, but utilises the strength of... ‘Alternatively, you can simply take off the centre ofthe pulley, although the Allen key bolts tend tobe elther very tight or corroded, mea isbest toremove ‘Another of the aforementioned plugs isadjacent to the solenoid apertures, but the camshaft sensors witing may need isconnected to Improve access. The bolts behind the plugs can then be loosened, shop.kelsey.co.uk/subscription/CME Working on TIMING CHAINS To checkif the camshafts are in thee ‘correct postion, aiming tools mounted tothe VANOS hubs stator plates. As the hole ‘onthe inlet camshaft doesnot engage, the timing requires resetting (see Step 16). «an internal spring. Once the tensioner is removed, itcan be ‘compated with a brand-new part. Note that the originals plunger is retracted partially, meaning that replacement is required. The technician slackens the VANOS hub bolts and rotates the cams, until ‘they mesh withthe dedicated locking tools in ‘Another securing bolt can be found at the top ofthe guide ~on some engines in this family youight find there are more ‘than one. Remove the bolt, but do not drop itt ‘on the main bot (pictured in Step 30) being ‘ghtened to 300Nm. Locking the flywheel is prudent, because the timing pin could break. iM Remove the crankshaft pulley very arefly, because you risk lslodging the balance shaft andll pump sprocketsinside the engine (also see Step 2 the customer did not want the sump to beremoved. The fixings, which retain the chain and ‘guide assembly are hidden beneath three Allen key-headed plugs. One of them situated lifting eye on this engine: of the crankshaft pulley ‘ter double-checking that they cannot ‘move, unscrew the bolts - one of which Isemployed for each camshaft which hold the VANOS hubs and sprockets in pace. = oeWorking on TIMING CHAINS The combined timing chain and guide assembly an be manipulated fut of the biock/eylinder-head and onto a suitable surfacefor loser inspection. Nothing must be allowed to drop into the engine. nd chain assembly areaccessed removed next Its possible that Inspect the removed guide assembly closely and compare it Fy Always buy parts that match at least OF quality. Main dealers ‘against a new part to verify that no plastichas broken off. I usually price parts individually, whereas the aftermarket tends ithas, you should remove the sump to retrieve the remnants. ‘offer kts that include guides, tensioners and the chain. ‘Comparing the removed chain against anew part shows hhow much the original has elongated. Here, the differences (ifappropriate). On this example, care must be taken to ensure ‘considerable; further stretch’ could have ruined the engine, ‘that the bottom sprockets fitted the correct way round. ‘Should you find that any part ofthe Verify thatthe sprockets for both the ‘uide has broken, Itmust be retrieved oilpump and balance shafts have assembly, chain and bottom sprocket i0ving the sump, It is advisable to clean not dropped into the sump. Here, afin Inserted through the crank pulleys ap toccheck that al i wel Isthen positioned inside the engi ule securing belts are tighter @ = shop:kelsey.cowuk/subscription/CMERefi the crankshaft pulley and retaining bolt (as shown), ensuring thatthe flywheel is locked as pressures, applied, Resist using a thread-lock compound ‘on the bolt’ thread and tighten it to 300Nm. “The front camshaft locking tools shown in place, indicating the timing positions as being correct, com 10. Obviously, the tool must be po correctly so that engages with ‘The solenoids are leaned frst. Make ure thatthe rubber O-rings inside the ‘As tis cars ECUis self-learning, it needs to be reset with diagnostic ‘equipment, so that ican adjust quickly to controling an engine thats running with Corrected mechanical timing. shop.kelsey.co.uk/subscription/CME Working on TIMING CHAINS arerefitted in ther original postions and the central bolts hand-tightened. To Prevent them from being mixed, BMW marked {the hubs to indicate inlet or exhaust The replacement tensioner is fitted with new washer and tightened to 65Nm. If reusing the original tensioner, replace the crushable washer, to reduce the chance ofa future il leak. With the camshafts locked, use torque wrench to tighten the VANOS hub securing bolts to 20Nm, followed by two clockwise tutns of 90°. ting the rocker cover (not forgetting the plug tubes), check the ‘timing again, by Inspecting the position ‘ofboth the camshafts and the crankshaft y when the locking pins renserted, ‘Once the fault codes ae cleared and the engine started, the various plastic panels canbe refitted beneath the bonnet prior {othe car being road-tested lagnosticaly to verfy that removed a the pin is extracted from ‘the engine blockfiywheel (as shown). The tengine is then rotated several times by hand and the timing is rechecked. With thanks to: ‘Stourbridge Automotive Ltd Gainsborough Trading Estate Rutford Road ‘Stourbridge DY9 7ND. enquitiesastourbridgeautomotive.co.uk Tel: 01384377792 febi bilstein 8G AutomotiveVariable Valve Timing (VVT) UNDERSTANDING VVT Variable Valve Timince Avital contribution to modern motoring or an unnecessary complication? Rob Marshall explores the many permutations of variable valve timing and reveals how the most common faults can be identified and eradicated. ith motorists demanding more power from less fuel, as wel as ever-increasing restrictions on tailpipe emissions, variable valve timing (VT) is equipped to the majority of today’s vehicle engines. As its name implies, WT alters the valve timing from an otherwise fixed setting, depending on engine speed and load, It also alters lift ‘on some systems, which is how much the valve head is ifted from its seat ‘There are geveral methods of achieving WWI and valve lift control, thus car makers’ marketing departments went into overdrive to coin a bewildering list of names, abbreviations and acronyms to differentiate their versions, including AVCS/AVLS (Subaru), CVECS/N-VCT (Nissan), VarioCam (Porsche), VCT (Ford), VWC (MG Rover), VUT/VVTLi (Toyota), VTEC (Honda) and VANOS/ VALVETRONIC (BMW). Although a form of VWT was in use during the age of steam, then adopted later by fighter aircraft, it took the motor industry far longer to incorporate systems that circumvented the restrictive nature of fixed valve @o = Variable valve I i iie timing optimises valve opening, losing, lift, and duration, pending on fengine speed and load, timing, Just like turbochargers, the first automotive applications of VVT were introduced to increase output. More recently, the aims have been to enhance engine flexibility, maximise fuel efficiency and minimise pollution. Aside from a very few production applications (Mitsubishi ost-2010 turbodiesel 1.8-litre isa notable example) VVT tends to be used in spark ignition (petro) vehicles, which are the focus of this feature By its very nature, the basic four-stroke Otto Cycle is restrictive, In essence, for each cylinder, the inlet valve opens on the piston’s downstroke, permitting an air and fuel mixture (or just air in a direct Injected engine) to enter, then closes at around the Bottom Dead Centre (BDC) position. Both the inlet and exhaust valves remain shut as the piston rises land compresses the mixture, prior to the spark plug firing. The resulting burning _gnses expand and drive the piston backe down the cylinder, after which time the exhaust valve opens on the upward stroke, to evacuate the epent gases Donot be confused by throttle ==> valve being ited to an engine sith VALVETRONIC-it tends 0 Berttedasa back-up. As car engines operate under a variety of speeds and loads, this non-adjustable sequence delivers compromised efficiency, flexibility and emissions. While old-style tuners, who swapped their stock camshafts for replacements that possessed different lobe profiles, were happy with the power increases at elevated engine speeds that their high-lit cams provided, the unfortunate downside included deterioration in both low-speed torque and idle-speed quality. ‘WT helps to overcome these compromises, To achieve a non-lumpy idle, the inlet valve can be opened and closed later but this isnot desirable, when full power is required. To achieve ‘optimum volumetric efficiency for ‘maximum torque at lower engine speeds, shop.kelsey.co.uk/subscription/CMEWhat goes wrong? > Considering the harsh environment In which its components operate, VVTis fairly reliable overall, wth specific issues afficting certain engines. However, when problems strike, they can be tricky to resolve and, as with al engine faults its forgivable (even though it can bbe an expensive mistake) to think that the \WTmechanism isat fault, when the eal culpritlies elsewhere. stretched timing chain, for example, may cause running Issues and even a diagnostic warning code might point toa WWT problem, when something else isto blame. ‘Asan electrical solenoid tends to regulate the flow of hot, pressurised oil, they can fall internally. Thelr function will also be affected by the presence ‘of a defective engine sensor, or even {an ECU problem. For example, certain Renault Scénic Is require an ECU software Update to shut down the power supply to the solenoids, when the engine snot ‘unning, to avoid flattening the battery. ‘The main isue tends to affect the

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