{"id":4585,"date":"2019-10-14T10:44:35","date_gmt":"2019-10-14T08:44:35","guid":{"rendered":"https:\/\/blog.febi.com\/?p=4585"},"modified":"2019-10-16T12:24:23","modified_gmt":"2019-10-16T10:24:23","slug":"seat-ibiza-installation-of-the-new-timing-chain-kit","status":"publish","type":"post","link":"https:\/\/blog.febi.com\/en\/seat-ibiza-installation-of-the-new-timing-chain-kit\/","title":{"rendered":"Seat Ibiza: Installation of the New Timing Chain Kit"},"content":{"rendered":"\n
Nowadays, it is quickly\nassumed that most engine problems are more electrical than mechanical,\nespecially when the malfunction indicator light on the dashboard is activated.<\/p>\n\n\n\n
The following example revolves\naround a Seat Ibiza with a three-cylinder engine with twelve valves. A\ndiagnosis was performed and the following Diagnostic Trouble Codes (DTC)\nappeared:<\/p>\n\n\n\n
Accordingly, a simple misfire\nor an air leak is obvious. In fact, a quick check of the vacuum hoses revealed\na crack in the brake booster hose. After replacing the hose, the fault codes\ndisappeared. In the field test, however, the vehicle did not deliver its full\nengine power and the engine often stopped completely while halting at\nintersections. Further troubleshooting was therefore necessary.<\/p>\n\n\n\n
Real-Time Measurement<\/strong><\/h2>\n\n\n\n
Further troubleshooting\nrevealed that a misfire, as indicated by the error codes, could be ruled out.\nWith the help of a diagnostic tool and real-time measurements of the intake\nmanifold pressure sensor at idling speed, values of around 360 mbar could be determined\nin the warm state. As soon as the engine speed was increased and the throttle\nwas opened, the vacuum dropped as expected. When the engine was returned to\nidle, however, there was the risk of the engine stalling: this is why the\nengine management system became active and opened the throttle valve in order\nto briefly increase the injection time before reaching idle.<\/p>\n\n\n\n
Is this now a problem with the\nengine management or is it a mechanical problem where the error codes incorrectly\nindicated an engine management problem?<\/p>\n\n\n\n
Checking the Static Ignition Timing Setting<\/strong><\/h2>\n\n\n\n
The next item on the\nchecklist was the static ignition timing setting which can be checked with\nrelative ease in this engine. The air filter housing was removed followed by\nthe spark plugs from cylinder no. 1. Thereafter, the two camshaft covers, which\nare located at the end of the cylinder head and are fastened with 10 mm screws,\nwere also removed.<\/p>\n\n\n\n
The engine was turned by hand\nuntil piston no. 1 reached its Top Dead Center (TDC). Since there are no time\nmarkings, this could be checked by inserting the appropriate rod into the spark\nplug opening to ensure that the piston had reached its highest possible\nposition.<\/p>\n\n\n\n
With the correct time\nsetting, the offset grooves of the camshafts must be aligned with the cylinder\nhead housing. If the alignment is not correct, the ignition timing will be\ninaccurate and the camshafts will not be in the correct position.<\/p>\n\n\n\n
Fig. 1 <\/figcaption><\/figure><\/div>\n\n\n\n
Upon closer inspection, one\ncould immediately see that the timing chain had jumped. The position of the\nexhaust camshaft (Fig. 1) visibly no longer matched the position of the intake\ncamshaft in the horizontal cylinder (Fig. 2).<\/p>\n\n\n\n
The performance losses and\nstalling were due to the asynchronous running of the camshafts. This caused a\ndivergent timing of the valve openings.<\/p>\n\n\n\n
Note: If it is clearly visible that the valve\nhas come into contact with the piston, the damaged components must be replaced\nas recommended by the vehicle manufacturer.<\/em><\/p>\n\n\n\n
Fig. 2<\/figcaption><\/figure><\/div>\n\n\n\n
Checking the Timing Chain<\/strong><\/h2>\n\n\n\n
For this engine, it is\nessential to use the correct adjustment tools to ensure correct ignition timing\nand tuning of crankshafts and camshafts. The sprockets on the camshaft and the\ncrankshaft pulley do not have keyways or adjustment marks.<\/p>\n\n\n\n
The engine oil has been\ndrained; in addition, all belts, pulleys, engine mounting, piping, wiring\nharnesses, timing chain cover, engine oil pan, and oil pump chain have been\ndismantled in accordance with the manufacturer’s recommendations to get to the\ntiming chain for inspection.<\/p>\n\n\n\n
The crankshaft adjustment\ntool has been fitted. However, because the camshafts were misaligned, the\ncamshaft adjustment tools could not be fitted. This normally would happen at\nthe beginning if the chain did not jump.<\/p>\n\n\n\n
Fig.3 <\/figcaption><\/figure><\/div>\n\n\n\n
After dismantling the timing\nchain, the inspection revealed that the timing chain, sprockets, and guides\nwere worn. This caused the timing chain to slip, which in turn caused the\noutlet camshaft to be displaced by two teeth, resulting in out-of-round engine\nrunning. A new timing chain kit was required (Fig. 3).<\/p>\n\n\n\n
Installation of a New Timing Chain Kit<\/strong><\/h2>\n\n\n\n
Since the introduction of\nthis engine, an improved timing chain kit has been introduced to the market to\nreduce the risk of such incidents. It has been shown that this engine is a\ncommon problem in many Volkswagen, Seat, and \u0160koda models.<\/p>\n\n\n\n
![\"\"](\"https:\/\/blog.febi.com\/wp-content\/uploads\/2019\/10\/Fig-1-TC.jpg\")
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