2004 Volkswagen Golf Mk5 GT 1.4 TFSI BLG

[bvlenci]

So here I am, at a crossroads. I came in with a hole in my block after spending some time on this golf. Using a BLG cylinder head, I completely rebuilt after discovering a CAV block. A little hesitancy during takeoff, a failure code of P000A for a slow camshaft, and the use of the CAV timing cover and oil feed pipe were necessary. The engine started easily without rattles or oil pressure lights. Whenever I check the live data while it's idle, it remains at 20°. Thanks in advance for any suggestions you may have.

[Howard_silver]

Since replacing the VVT valve is simple and inexpensive, I would do that first. However, if that doesn't work, the problem may lie with the oil pressure, which is preventing the VVT hub from moving properly.

[bvlenci]

Thank you for your response. I have tested two separate solutions, and they both yielded the same outcome. As I watched the scantool, my next move would have been to fabricate a plug to fit into the VVT valve's opening, either to take oil pressure from there or to apply external oil pressure. Anyone given this a go? What is the lowest oil pressure at which issues become noticeable?

[Howard_silver]

Yes, I did that when I was chasing an oil pressure problem on a CAVD; if I could locate it, I could give it to you for the postage cost! To test it, remove the switch and place it where it will be at its lowest point; an M10x1 adapter is required. From a diagnostic standpoint, there is no feedback other than the switch. But the VVT bore tests I did weren't helpful either. After removing the engine to its bare blocks, skimming the deck, and having an engineer inspect and polish the crank, I rebuilt the engine with a new head and all new parts, but I never found out what was wrong. The only parts that were reused were the block, rods, crank, sump, and chain cover; all other parts were new. Despite Plastigauge checking the crank, the oil pressure remained low. That disaster cost me about £25,000, but in the end I got a real VW exchange engine. At 2000 RPM and oil temperature of 80°C, the book oil pressure at the head test port is 2 Bar, but that is far too low; you should see 3 BAR.