This is not a problem or a question (hope it won't be a problem), I just wanted to tell you how we were going to replace the valve shaft seals in my V8 and the timing belt and its wheels.
So we knew or assumed that the temporary failures of one or more cylinders were caused by oil-drenched spark plugs - this is because the valve shaft seals were anything but sealed and so an exchange of spark plugs would not have solved the enormous oil consumption or the real problem.
So we get the 32 seals, a new timing belt and new wheels and get to work. The first problems are coming to light: We were not able to reach the seals without dismantling the whole front. Maybe we were just too stupid, but we had to dismantle the whole front with the light system and the bumper (until then I didn't have the rep. instructions yet). Then all three coolers (climate, water, oil) had to leave or to the side, and then finally it could start. After six hours, we had flat and toothed belts down, and thus also the crank or toothed belts. Camshaft adjusted. Then we removed the valve lids and we could get started. Of course, we had no VAG tool, so we improvised and removed the wedges with a partially matching lever, a screwdriver and a tweezer and pushed them up again after one gasket was replaced after another. After another 4 hours we had made the first 15 valves, on the 16th. Two wedges landed in the oil tank supply lines. That ended the first day. At this point, we had already noticed that Audi bought the newer A6 and A8 with extreme reperature hostility and inaccessibility (and as I heard from them).
On the second day, after ordering (for safety reasons) four valves were added to the other valve series with the Sisyphus work. This was done around the afternoon, and the other row was also completed with the new wedges. By the way, we replaced the spark plugs with 4-"legged" Beru Ultra-X 78, which are supposedly suitable for the V8. The most strenuous part was thus done. Think. For now it was up to the man who made it to calibrate the timing belt. We were a bit astounded when we found out that the camshaft probably provided a groove for a wedge, but not its gear for the belt. Actually, useless, I think. Thanks to the repair instructions, we knew during assembly that one had to align with the two 0ers on the inner gears of the two shafts in order to find the correct position of the camshafts in relation to the OT of the crankshaft - but then to tighten the timing belt so that the position on the mm was exactly correct, was not exactly easy and cost a good hour - maybe we were just overcautious, because we noticed thanks to our own markings that the previous calibration was moved good 2cm. That's it for that day, too.
The next day we continued with the repair of the servo pump, which was, as correctly assumed, responsible for the smoke, as the hydraulic oil dripped onto the CAT and evaporated. Then everything went over to the mechanic, whom I helped with the reperture of the engine - he meant (and I wonder too), how one could be so crazy, and instead of using copper sealing discs, using rubber-O-rings. He said that only Audi designers could think of that. They're a real target break. Well, what the hell, so we replaced the O-rings with new ones, because they were already quite brittle. Unfortunately, we only had 4 new O-rings and cross screws for the pump, as a Heini at Porsche said (when ordering the spare parts the day before) that the V8 pump only had four screws - in reality there are 8. we had other O-rings in the workshop, but not more screws, which is why we had to continue using four old ones. The four other O-rings were not originals of Audi, but they fit perfectly in themselves. We screwed everything together again and refitted the pump. After the flat belt, the first start attempt followed. Nothing happened (except, of course, a bad-sounding start attempt). Again. And again (followed by a rather disturbing loud sound). Well, that didn't sound good. Wait a minute. Again. Long, five seconds. Then suddenly he jumped on, 200 tours, 300, loud and hesitant, but yes. He came up. And stayed there, at first restless, then quieter, and after about 30 seconds as usual, a little loud, but very good in itself. Then we had to shut it down again, because neither air nor water cooling took place. I can do without this thrill in the future.
So we're gonna build it all up again, let him run again last time (how was that? The hydroplugs have to be flushed, something like that) and that's it. All liquids refilled and from home with the bucket
.
But the story goes on: the same evening, smoking and the smell of oil start again - again the servo pump. After 10 minutes the hydro tank was almost empty, I managed to get into the workshop (to be said that an empty running hydro pump is probably quickly gone ...). The next day we looked at the thing, a god they thanks to the overhead screw at the pump ronn. Screwed up, an O-ring turned out to be an evildoer - it wasn't an Audi original. Fine. New O-ring installed, and when everything should fit, a feed screw breaks when re-screwing (we had to take out, walked around in the way). Diagnosis: Thread breakage. Then we'll find a screw like that on Saturday afternoon. We found it on a scrap yard in an old Benz.
And then it was finally done. So far, he's running without anything. What seemed strange to me was that while I was having the hydroleak, the air conditioning system didn't turn on while driving. why can that be ?? And what's more, sometimes I feel like the electric fan doesn't turn on despite 105 degrees. What can this be? Sometimes he runs easily.
Well, so much for our valve shaft action. He doesn't spit any more oil, by the way. Cylinders don't fail anymore either. And he doesn't juice anymore. We're still working on the cruise control and the airbag. The brake lining sensor is OK, the lining is almost even (flavors).
Thanks for the help, I'll be back. By the way, I'd have pictures of the whole action that took four days. If you're interested, report. Looks pretty nice, the open valve / camshaft recording.
Many greetings and thanks
Bastian
PS.: My mechanic said that for 350tkm the engine would look peaky, nothing had entered (except slight tracks on one of 32 sts), and if the gearbox would continue as before, no further problem would be in sight
