First off, I apologize in advance for not getting any pictures but this was a new job for me and I was laser focused. It's a very common issue, there's TONS of pictures on the interwebs of the job being done.
Anyways, backstory: the early VW 2.0 TSI engines (the one I worked on was a BPY) had a habit of wearing out the follower that rides on a special cam lobe and actuates the high pressure fuel pump. This follower is cap shaped, the flat end (think flat tappet lifter) rides on the cam, the hollow side surrounds the plunger for the HPFP. Due to incompatible metals, lack of lubrication, lack of maintenance, and a number of other factors, the follower eventually wears through and allows the HPFP plunger to ride directly on the cam, destroying both itself and the camshaft in the process.
Phew. That being said, the job was a success. I did have one (expensive) issue, luckily one which was planned for: the bolt that secures the variable timing actuator to the end of the exhaust cam is a special #10 poly drive socket. At first, I thought it was a torx plus (or TP), but nooooo. It's a special socket designed just for this bolt. On top of that, this bolt is known to be EXTREMELY tight, sometimes to the point that it's impossible to remove. This was the case for me. I can't for the life of me understand why, it's torque value was only 20Nm (~15 ft. lbs) +45 degrees. It ended up at 80 ft. lbs on my torque wrench.
Because of the issue with the bolt, the fact that the timing area had slight metal shavings in it, and the mileage on the car, the owner decided to go ahead and complete the job by replacing everything while I was in there. It originally was sold as a timing belt/water pump service plus the intake cam replacement along with the HPFP. In addition to that, we added the exhaust cam, the cam actuator, the chain connecting the cams, and the tensioner for said chain. All new gaskets, any seal I touched got replaced: water outlet, cam seal, cam plug, etc. I did get it fired up this evening just for a second and it popped off after 4 or 5 cranks. I can't wait to get this thing out of my hair!
Anyways, backstory: the early VW 2.0 TSI engines (the one I worked on was a BPY) had a habit of wearing out the follower that rides on a special cam lobe and actuates the high pressure fuel pump. This follower is cap shaped, the flat end (think flat tappet lifter) rides on the cam, the hollow side surrounds the plunger for the HPFP. Due to incompatible metals, lack of lubrication, lack of maintenance, and a number of other factors, the follower eventually wears through and allows the HPFP plunger to ride directly on the cam, destroying both itself and the camshaft in the process.
Phew. That being said, the job was a success. I did have one (expensive) issue, luckily one which was planned for: the bolt that secures the variable timing actuator to the end of the exhaust cam is a special #10 poly drive socket. At first, I thought it was a torx plus (or TP), but nooooo. It's a special socket designed just for this bolt. On top of that, this bolt is known to be EXTREMELY tight, sometimes to the point that it's impossible to remove. This was the case for me. I can't for the life of me understand why, it's torque value was only 20Nm (~15 ft. lbs) +45 degrees. It ended up at 80 ft. lbs on my torque wrench.
Because of the issue with the bolt, the fact that the timing area had slight metal shavings in it, and the mileage on the car, the owner decided to go ahead and complete the job by replacing everything while I was in there. It originally was sold as a timing belt/water pump service plus the intake cam replacement along with the HPFP. In addition to that, we added the exhaust cam, the cam actuator, the chain connecting the cams, and the tensioner for said chain. All new gaskets, any seal I touched got replaced: water outlet, cam seal, cam plug, etc. I did get it fired up this evening just for a second and it popped off after 4 or 5 cranks. I can't wait to get this thing out of my hair!
