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Author Topic: Ping of engine  (Read 605 times)

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Online BuRP

Re: Ping of engine
« Reply #20 on: January 29, 2019, 04:07:24 pm »
I said I didn't believe it,
I'm clearly wrong looking at the parts fiche,
but I still don't believe it - for a Deutsche Grundlichkeit BMW mind, for with a cheapchina thingy one can expect anything problems included.

It's a mechanically lousy construction with 2 advantages: cheap to manufacture (conical fits are costly) and infinite degree-ing of the cams possible, however the latter is only of use when racing.
They probably have done this to simply, and cheaply, assure that the narrowish gears will align - but imagine the pain it must be to time these camshafts!
The relentless intermittent bi-directional shockloading is a high risk for working itself loose, and what happens when one miss down-shifts?
Happens to the best, and I know of trucks bending their rockers when that happens!
Then also add infinite temperature changes, hardly conducive for retaining this kind of bond in an oily environment.

If this were mine I'd use a Loctite 601/603/672 between these parts to secure them in place even if not prescribed, I'd feel a lot better!
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Offline raffie

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Re: Ping of engine
« Reply #21 on: January 29, 2019, 04:28:24 pm »
Lots of modern car engines run this setup on the crank and can pulleys, keyways and dowel pins are not load bearing, if they were they would wear out/break of eventually. They are primarily for locating and timing purposes.
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Online BuRP

Re: Ping of engine
« Reply #22 on: January 29, 2019, 07:11:15 pm »
keyways and dowel pins are not load bearing, if they were they would wear out/break of eventually. They are primarily for locating and timing purposes.

Correct - but a conical pressfit is definitely loadbearing, plus secure as houses.
A mere bolt-pressure friction fit is infinitely less so.
Sparta MC50, 46 other 50cc's, Garelli Cross, Jawa 250, Kawasaki S1 250/3, S2 350/3, H1 500/3, H2 750/3, Suzuki GT380/3 - 10 year gap - KDX200, BMW 1150GS Adventure, Honda CBR600RR, Honda XR650R 2007 & 2003, Honda CRF230, Yamaha BWS100, BMW F800GS Adventure, Husqvarna 701, KTM 790 Adv R
 

Offline OomD

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Re: Ping of engine
« Reply #23 on: January 29, 2019, 09:33:31 pm »
I just read the removal and installation instructions of the camshaft driven gears in my Haynes manual. There is a special alignment tool the BMW uses during assembly, off course. The gear's bolt needs to be tightened to 65Nm torque. That's a shitload of torque, even more than the rear wheel (which is 60Nm).
« Last Edit: January 29, 2019, 09:34:04 pm by OomD »
 

Offline Jughead

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Re: Ping of engine
« Reply #24 on: January 29, 2019, 10:28:48 pm »

Off course, if that bolt works loose at the wrong time it's goodbye pistons, etc!

Surprisingly, nothing gets damaged.  I have had 2 bikes where the gears have come loose.  No damage occurs as there is no longer any rotation of the cam, and thus nothing to open the valves.  Cam merely stops turning and will most likely always stop when the most pressure is applied, which is while the valves are opening.  Gear comes loose and the cam just spins back to a point where there is no more pressure from the valves.

As far as alignment goes, there are 3 tools used in combination to set the cams correctly.  First one locks the motor at TDC.  Second tool replaces the chain tensioner and tensions the chain as though the motor is running.  Third tool fits onto the end of the cams to align them correctly.  Then it's just a matter of tightening the bolts again.
« Last Edit: January 30, 2019, 06:34:25 am by Jughead »
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Offline silvrav

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Re: Ping of engine
« Reply #25 on: January 30, 2019, 01:47:04 am »
Its the nature of the boxer engine  :peepwall: :pot: