Have they fitted a chain to the CR engines???????? or have they still got the dam belts

Dont know! but as someone who had a belt snap on my Octavia I hope to god they have fitted a chain - cost me 2 GRAND! :(

It will be a belt as the MK I engines are designed for belts.

Belts are cheaper for the manufacturer too, so I'd guess it's on a belt, but i don't know for sure.

It will be a belt as the MK I engines are designed for belts.

Belts are cheaper for the manufacturer too, so I'd guess it's on a belt, but i don't know for sure.

It will be a belt as the MK I engines are designed for belts.

Belts are cheaper for the manufacturer too, so I'd guess it's on a belt, but i don't know for sure.

But we are talking MKII :confused:

The FSI's are chain, hope the TFSI's too.

I know most manufacturers fit belts to quieten down the engines but shurly there must be someone out there that has managed to fit steel belts inside the rubber therefor doubling there life span and stopping them snapping

but you cannot beet the good old chain, OH yes you can, come to think of it Nissan developed a cog system for the engine that goes into the FX4 and TX1 London taxis and they are still running with nearly 1,000,000 miles on them

You can't put steel mesh in a belt, defeats the purpose of having a tensioner. Rubber contracts and expands under load, as it heats or cools, steel has a different dilation coefficient, so they can't coexist because they don't grow at the same rate.

You can't put steel mesh in a belt, defeats the purpose of having a tensioner. Rubber contracts and expands under load, as it heats or cools, steel has a different dilation coefficient, so they can't coexist because they don't grow at the same rate.

I think you could if it was zig zagged /\/\/\/\/\/\/\/\/\/\/\/\/ like this.

the same principle as a spring

Chains can still break, and their damage is a lot more

There's a you tube vid of some kev thrashing his dads BM, and after the turbo blew, it took most of the engine withit - including the chain.

Not much was left of the front end. Car was only 48 hours old, and dad didnt know he had it.

You still require a tension-er for a chain as well

Perhaps the cog system could be a way forward

I think you could if it was zig zagged /\/\/\/\/\/\/\/\/\/\/\/\/ like this.

the same principle as a spring

Defeats the purpose then. Steel is resistant in tensile strength. If it's zig-zagged it's probably not much more resistant than the already textile reinforced rubber belt.

Chains need a tensioner, belts need a tensioner, I never implied otherwise, I was just saying there is no effective way of tensioning both materials, as they expand differently.

Chain or belt doesn't matter as long as it's replaced and serviced per manufacturer specs, abused responsively and replaced more often in high strain conditions (such as +/- road racing).

Best bet would be to get an 8valve or a pushrod engine, if timing breaks costs far less to fix.

Defeats the purpose then. Steel is resistant in tensile strength. If it's zig-zagged it's probably not much more resistant than the already textile reinforced rubber belt.

Chains need a tensioner, belts need a tensioner, I never implied otherwise, I was just saying there is no effective way of tensioning both materials, as they expand differently.

Chain or belt doesn't matter as long as it's replaced and serviced per manufacturer specs, abused responsively and replaced more often in high strain conditions (such as +/- road racing).

Best bet would be to get an 8valve or a pushrod engine, if timing breaks costs far less to fix.

You just need an engine that has no piston/valve clash

You just need an engine that has no piston/valve clash

Like a ****el.....

Like a ****el.....

Just like whats to be used in the new London Metro cab that will be on the roads shortly with a claimed 100 miles per gallon

Frazer–Nash Research - Innovation in Technology the pics are in the index

but you cannot beet the good old chain, OH yes you can, come to think of it Nissan developed a cog system for the engine that goes into the FX4 and TX1 London taxis and they are still running with nearly 1,000,000 miles on them

VAG can (and do) make engines without belts or chain drives for the cams.

My VW Transporter (5 cyl) has gear drive for the cams (and so does the V10 version in the Touareg). Unfortunately it doesn't guarantee that the engine is uber-reliable though ( they still have problems with oil coolers, cams/followers, water pumps etc)

But we are talking MKII :confused:

The poster before me has a MK I though.

The reason a chain is nicer IMHO is it will get noisy before it goes, as opposed to a belt that is fine then just goes without much warning.

The newer PD and CR belts have a kevlar inner weave to make them stronger. The latter BKP engines and IIRC the CBAB are now 90,000 miles for a belt and 200,000 for the tensioner.

CR has belt. As does the V10 (actually has 2 belts for each cyl row).

Most modern cars use belts. Quieter, cheaper and generates work for the workshops

Be glad its not a Ferri, they have to have a belt change every 3 years (no matter what mileage, although max is 20k km).

Edited 17 September, 200817 yr by magic62

3 years/30 k miles on the F 360, IIRC. Costs in the region of 2000 euros for the belts alone. My friend at the VW dealer had this guy with a Ferrari come in one day and ask about it since we don't have a Ferrari dealer here.

Best bet would be to get an 8valve or a pushrod engine, if timing breaks costs far less to fix.

The 1.9Tdi is 8 valve, but, surely, this has a belt?

Best bet is to get an engine where the valves always run free of the piston.

Best bet is to get an engine where the valves always run free of the piston.

So not a diesel then.

I dont know if there is a "free running" diesel engine. But I suppose there will be.

A free running engine is an engine where the valves and the pistons never can make any contact. (only if a valve drops into the combustion chamber ).

So you cannot generally speak of "no diesels then"

There won't be a non interference design derv engine in any mass produced car as the only want to get the high compression ratio (about 19:1) required to ignite derv it to make the space very small.

Hence my comment of no diesels then

The only way I can think of to do this as a non interference design would be to pull the valves up into the head or block and then close them by pushing level to the head or block.

The head route would require a good design and a lot of strength to withstand the force of the explosion on it.

The block design would have to have the valves high enough to open the exhaust up as soon as possible, but low enough that the pison was covering it during the explosion.