2003 Clio 172
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So, found myself wondering wtf a dephaser was and how it worked......
- Thread starter jinjur
- Start date
Nissan 350z
Interesting read! I was especially interested in this part:
It is a "joint" fault of Delphi, who supplies dephasers, and Renault, who did not test this part sufficiently well. An option is that testing was done on a prototype engine before it was enhanced by using "racing" style hard springs and cams with roller rockers.
Renault discusses this problem in their technical note TN4432A.
This is it, I guess. The problem is down to lubrication failure and poor design by Delphi.
It is a "joint" fault of Delphi, who supplies dephasers, and Renault, who did not test this part sufficiently well. An option is that testing was done on a prototype engine before it was enhanced by using "racing" style hard springs and cams with roller rockers.
Renault discusses this problem in their technical note TN4432A.
This is it, I guess. The problem is down to lubrication failure and poor design by Delphi.
Ph1 172 & Clio DCi
Intresting design that. Ford uses like a screw thread on the VCT pullys on the 1.7 puma engine. The Ford unit is much more complex but you never hear of it going wrong.
2003 Clio 172
The more you see about these engines/cars, the more you realise that they are actually designed to be money magnets afterwards....
Seriously though.
Surely its possible to design an engine that can have the belt changed easily AND fit in the car.
But no, lets just remove any notion of timing marks and even tensioners and use our own tools
French
Meh!
Anyway, do they not do the whole taking the dephaser off and cleaning it thing when they do the belts?
Jj
Seriously though.
Surely its possible to design an engine that can have the belt changed easily AND fit in the car.
But no, lets just remove any notion of timing marks and even tensioners and use our own tools
French
Meh!
Anyway, do they not do the whole taking the dephaser off and cleaning it thing when they do the belts?
Jj
RS RIP
It makes me sad these things..
mine is fine but i can imagine how you must feel. I would go back and try out their after-service, + if that does'nt work tell them they're a bunch of incompetant assholes
The perfect argument of "it was working perfectly when we worked on the car" or "we cannot predict the failure of a part" is on their side. They could also argue that if I'd asked about it and was that concerned that I should have insisted it be changed. Would be an utter waste of my time to go the route of kicking off IMO, all I'd be doing is wasting more of my money on phone bills and time.
2003 Clio 172
Hold on, I thought the dephaser was lik £160 and the belt kid were like £100 a piece?
Surely that's only the labour charge?
RS RIP
true that, still they have to learn about these probs for future customers
2003 Clio 172
I'm sure if you spoke to Renault customer service you could negotiate at least a better rate tbh.
I mean, parts aside, my recent cambelt and aux belt set me £170 in labour costs. Not bad for a Reno dealership tbh
Dephaser was £98 from Renault, Aux belt was £12, Timing belt was £89. Rest was labour, baring in mind mines is in a Megane Coupe.
The cynic could also argue that you say nothing about the dephaser or dismiss it as being an issue then pick up extra work giving it the "oh that's unfortunate" line when the owner rebooks to have you replace the belts again along with the rattling dephaser.
Wasn't done by Renault, was an independent specialist.
2003 Clio 172
Mines lost power, Used to sound like a diesel when it was warm and the noise would die out at 2.5k revs.
Volvo S60 T5
Yes we change around one a month, thing is when people phone for a cambelt quote and you mention the dephaser pulley is recommended to be change and that adds £150+vat to the job they tend to think you are taking the piss and you end up losing the job. It's a no win situation most of the time.
We find most people don't want to spend much on car repairs and servicing.
We find most people don't want to spend much on car repairs and servicing.
I said I was happy to pay for it to be done while the car was having he cambelt change as I'd heard other people mentioning they fail but had my mind put at ease. In hindsight now I wished I'd insisted it was changed.
Don't see it failing really, unless they are bad serviced cars, long interval oil changes and wrong oil specs will make that part to fail, also doubt the pin isn't to the correct spec (material, hardness, etc) afterall it is an OEM part and all durability tests are done following makers recomendations, if you fall out those you are testing it for yourself and at your own cost. I am invovled with an OEM company, and in my opinion, all faults of this type are almost always due to: not following maintenance shcedule using recommended stuff or a faulty part (bad luck), which always will be around.
If you see the design the pin wears out in a very typical way of a not well lubricated part and that is mainly due to poor servicing or not using recommended oil. So change your oil as stated, use recommended oil grade and don't thrash it when cold. if you do this and still fail the it can be even a dodgy oil pump, engine block, etc.
Other than that I don't see it failing because of a design flaw, or we wouldn't see so many very high mileage cars. Mine is 70,000 (not particualrly high) and does not tick/tap a bit, but has been serviced religiously
If you see the design the pin wears out in a very typical way of a not well lubricated part and that is mainly due to poor servicing or not using recommended oil. So change your oil as stated, use recommended oil grade and don't thrash it when cold. if you do this and still fail the it can be even a dodgy oil pump, engine block, etc.
Other than that I don't see it failing because of a design flaw, or we wouldn't see so many very high mileage cars. Mine is 70,000 (not particualrly high) and does not tick/tap a bit, but has been serviced religiously
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