Club 80-90 Forums

Just checked beneath the cover.......



So despite me buying a nice shiny new torque wrench and making sure i torque everything up correctly, somehow the tensioner had slackened off!!! So belt lost tension and the timing is most definitely off.

Hopefully this hasn't done any major damage.

Though it does mean I have to strip the whole lot down again, that auxiliary pulley was tight going on, I hate the thought of having to restart.

Also, I have just noticed that on the flywheel in the golf, there are 2, yes 2, timing marks. about an inch and half apart! Which one is TDC?
I really hope this hasn't killed the engine cos if it has I might just end up scrapping the camper and the golf, getting a bit pee'd off with it at the moment

The way i found tdc is from the notch on the clutch and a diesel bell housing I had spare.

If the engine is in situ then you shouldn't be looking at the fly wheel.

I could be wrong - but that's how I always did it.

Ringo

The engine is in situ (in the golf)

Everything I have read, has suggested to look through the inspection port on the bell housing at the flywheel TDC mark, and to make sure it matches the cam lobes of the number 1 cylinder being pointing up, which allows the cam shaft lock to go in.

Then checking the pin can go in the injection pump pulley


Still very annoyed about the tensioner nut loosening up
but mostly confused as to why 2 marks on the flywheel

So it turns out what I thought were flywheel timing marks, aren't.

After a bit of googling I found this image which nudged me in the right direction.


Although mine looks a little different


Have now added a dab of tippex to make it clearer

Finally got the golf engine running in the golf after the cambelt change. It does help if you reconnect the fuel cut off wire.
It certainly sounds like a diesel. That's about as tuned as my ear gets.

The front fell off my Golf!!!

…with a little persuasion

Anyone know what colour oil pressure sensors I should be using?

How many temp sensors should there be? On my cs there was one on the end of the head and one on the flange on the side of the head. But the van only has wiring for one as far as I can tell.

The one on the end of the head is the temp sensor...the one on the front flange is the glow plug temp sensor

You should be able to set up the sensors on the 1y as per the cs

Keytouch, will you be keeping the cs air filter system. If not would you consider selling it.

Grant

Keeping the standard CS air system as it all seems in good condition.

Have you looked at the difference in bore size between the CS and 1Y inlet and exhausts? - the engine will not be able to run at optimum as it will struggle to get enough air in and exhaust out. Also the inlet manifold is not the same shape and will obstruct the airflow. It will work but not be as efficient.

Does this mean I need a whole new exhaust system?
I went for the 1Y engine cos it was meant to be a simple, cheap, straight swap for the CS

The 'definitive guide' needs a little fleshing out in section 6.

You don't need to ..the guide is for a quick conversion.it'll run fine with the old stuff and after its proved itself then think about the inlet and exhaust side for a few more horses.... you will be pleasantly surprised initially