D5252T timing pump setting value

[JCF]

Hello everyone.

I am a car-tech from France (currently working for a French brand but used to work on some older various cars - not so much on Volvo's) - and car enthousiast for more than 20 years.

As it is my first post, I will tell the situation leading me to be here.

One of my friend just bought a 1998 Volvo V70 2.5 TDi to replace his former +500.000km S40 1.9 TD (I dubbed him "Volvoman" because he loves this brand. He also have a 440. I service all his cars). The V70 is pretty mileaged (more than 400.000 km) but looks very good (exactly the same than Gustavo Fring's one !)

He experienced start problems and smoke.

I plan to replace the timing and diesel pump belts to get the most accurate timing. I fail to find factory informations about this engine but find the Audi engine workshop manual which is very helpful.

It seems that Volvo D5252T is very close to Audi AEL engine, although, it there is some variation (ie. fine setting of the timing is made by twisting the pump for Audi ; using an eccentric belt roller to Volvo, which is not really "Tipp-ex-timing-specialist"-friendly). And that's why I'm here.

I think I won't have any trouble timing the camshaft (planned to have it set with tool in the slot, equal shims in each side then torquing the tapered cam pulley).

I also have no problem with the way to set statically the injection point (have dial indicator ready for this) ; and then understand the fine adjustement using diagnostic-software.

The problem is I don't have the "official" value for the static, nor dynamic timing :
* Audi AEL engine workshop manual require lift of 0.32mm - then read 0.25 when checked.
* I find on this forum the value of 0.55 +-0.02 (I think it's in mm).
* I find french sources wich deal with 1mm lift.

As close to the AEL engine the D5252T is, Volvo may have tuned the engine differently so it seems possible that the AEL value doesn't match at all.
There may also have some emission/country specifications that lead to set the timing differently (my friend's car is from Germany, if I'm not wrong).

I would like to get the correct timing at first try !

I would also like to do the dynamic timing setting afterwhat and doesn't have any value except from the Audi manual.
My personnal tools doesn't communicate with the car but I have access to powerful multi-brand which I hope, will do the job. I'm looking for informations about other ways to do it in case it doesn't work.
I am a little confused if VW-tools can do this (some sources tell yes, other not). Keeping an eye on VOL-FCR by the way ; can buy the licence if it can do the job and communicate with all the other ECU (especially ABS and SRS). Any feedback about it is welcome !

(1/2)

[JCF]

The questions :

* What is the correct lift value to statically set the pump (if you can give me your sources, I would be pleased, even if it's from your experience only !).
* Same question about dynamic timing with software (a chart would be a must).

(do somebody have the Volvo manuals for these engines / cars to have these correct values ?)

* All information about software capable to check the dynamic timing is welcome ! (even if it looks ugly and give only temp/angle values; and not beautiful charts, as long as it can run the "basic settings"...)

Also, if you're a VOL-FCR user, you can also talk about it !

Sorry for being that long, thanks in advance for your answers !

(2/2) - Sorry for splitting into 2 messages, but it seemed too long and I get a persmission error while submitting.

[Baffler]

Hello and welcome JCF,

Not wishing to be disrespectful but this has been discussed at great length across the relevant forum/s. It's a specific engine, on specific models, so I suggest you try a Google search for "VOC D5252T dynamic timing" as you will find everything, and more, that you need to know. Plenty of threads on the same here and elsewhere.

Without software the only way to time these Bosch VE pumps is with a dial gauge...some would argue the latter being the only way.

[JCF]

Hi,

No problem, I know how forum works and I was expecting this kind of answer.

I actually searched Google and the forum before registering ; many threads, but still confusing values from nowhere. Just looking for reliable source and there is not. Still afraid using the wrong value. Dynamic is obviously a must, but you can't run a dynamic if there's no static timing and I wish to get it as perfect as possible.

But now I'm logged in the forum, I can open an attached screenshot from Volvo D5252T Service Manual, which gives a (new) lift value of 0.275mm (+/-0.02). Still don't know if it match my car specification, but it is the most trustable source I get so far. Hopefully, all D5252T have the same static setting, for every models and every years of production.

Thank you !

[CricketyJimin]

This probably doesn't help too much, but when I had one of these years ago, I got VOL-FCR specifically for dynamic timing when changing the pump belt, and it worked very well despite being relatively costly. It was obvious it hadn't ever been done properly before I got the car...

[Baffler]

A quick search brought up this thread from Purdydog: 850 tdi Static Fuel Pump Timing/Belt Change


See valuable information from Martin Cox, SwedishBus and Rudi Dudi where he gives the DTI values in post #6

Originally Posted by rudi dudi

Exactly!!! Someone else who speaks common sense.All this dynamic timing crap
and special Volvo software rubbish that gets endlessly repeated on here and other places.
This pump is a Bosch ve pump and Bosch service centres have a good laugh at this Volvo dynamic crap.
Your pump specs for timing is between .53 and .57 lift
Set it to the sweet spot which is .55 for this pump
I can time these with a dti to run sweeter than most Volvo dealers or Volvo specialist could only dream of.
If your still not sure how to do it.. Do yourself a favour and take it to either a Proper Bosch or Delphi diesel service service centre which employs diesel fitters instead of technicians

[johnnyoro]

I had an 850 this and also a v70 tdi both with this audi engine and great cars they were too
I did the cambelt on the 850 twice and on the v70 twice aswell with no problems even without the dynamic timing .
As you know it's pointless doing dynamic without setting the valve and pump static timing first . Once you have that set that then ( on the v70 ) just advance the timing very slightly then road test . If all OK and starting OK then again just slight adjustments until you get the Engine Emmisions service required in the drivers info display then back it off slightly .
If the engine is otherwise healthy it should not take more than 2 turns of the crank to start it and then pull well with no smoke
There was also a crank hold tool for these engines as the pulley bolt is extremely tight
As has been said if you can get the appropriate software for dynamic timing then that would be the most accurate

[JCF]

Thanks for your answers !

Originally Posted by Baffler

A quick search brought up this thread from Purdydog: 850 tdi Static Fuel Pump Timing/Belt Change


See valuable information from Martin Cox, SwedishBus and Rudi Dudi where he gives the DTI values in post #6

I have read this thread ; but in the same topic, last post, you'll find the official Volvo method which give 0.275. Maybe experience shows that 0.55 is the "final" value after dynamic setting (it seems far from the manual value). Or maybe the injection pump is different on some engines. That's what I want to know !

Originally Posted by johnnyoro

I had an 850 this and also a v70 tdi both with this audi engine and great cars they were too
I did the cambelt on the 850 twice and on the v70 twice aswell with no problems even without the dynamic timing .
As you know it's pointless doing dynamic without setting the valve and pump static timing first . Once you have that set that then ( on the v70 ) just advance the timing very slightly then road test . If all OK and starting OK then again just slight adjustments until you get the Engine Emmisions service required in the drivers info display then back it off slightly .
If the engine is otherwise healthy it should not take more than 2 turns of the crank to start it and then pull well with no smoke
There was also a crank hold tool for these engines as the pulley bolt is extremely tight
As has been said if you can get the appropriate software for dynamic timing then that would be the most accurate

What value did you use when setting the pump ? Have you record the lift after all these adjustement/road tests ?
Just for curiosity, do you know the DTC triggered when your emission warning message is shown at the dashboard ?

[Baffler]

Originally Posted by JCF

I have read this thread ; but in the same topic, last post, you'll find the official Volvo method which give 0.275. Maybe experience shows that 0.55 is the "final" value after dynamic setting (it seems far from the manual value). Or maybe the injection pump is different on some engines. That's what I want to know !

Yes, the 0.275 is the pump reset value and you then make fine adjustments to the eccentric roller whilst performing the test on VIDA or Vol-Fcr .

The 0.55 value applies if you don't have the software to hand to perform the dynamic timing test and using just a dial gauge.

Assuming the camshaft is correctly aligned and locked, fit the pump belt and tensioners with the pump cam pully screw slightly slackened to allow the pully to turn. You can now set and lock the pump at 0.55 with the dial gauge then, using a suitable counter hold, torque the pump cam pulley screw.

Don't forget to undo the pump locking screw and replace its shim!