what to do?

There are theories that the torque settings from the factory are too tight which is why #1 and 4 wear out first. This is only a theory. The rocker bolts are really what holds the cam in place as the torque is way higher than the little bearing cap bolts. They don't go all the way to the end which may bend the end caps a little. franko6 has guessed that reducing the torque slightly and increasing oiling to the bearing by drilling a hole will eliminate this problem. The learning is being done by trial and error and without any engineering study so any non factory specification or modification you do is at your own risk. Seeing how the bearings all seem to wear out at the same spot and the consistent wear patterns, this theory makes sense to me and if so many cars are having problems than VW's engineers didn't do a good job either. However, I'm not an experienced machinist, engine builder, or engineer so all I can do is pass on their advice. Search the forum for franko6 and send him a PM for his modified caps if you're interested.

peyjac said:

Do you guys think there will ever be a recall on the camshaft and DMF? This seems to a very common problem. Could the camshaft problem been avoided by using 5w-40?

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Unlikely a recall but maybe possibly warranty. A recall fixes the problem with a better product. I don't see anything that could make it better. A warranty fixes the issue with the same parts that failed before. Only way I see making a BRM cam better (longer lasting) is install the BEW cam. If you want your torque back then stick a Colt cam in there. The cams are twice as expensive but get about 4 MPG better and about 10 HP. But half the cost of a cam job is just the hardware to install the cam. Also the cam has a 1/3 more wear areas then previous cams since this also drives the injectors. To fit all that on they cut the lobe width down some. The BRM cam has the steeper profiles so it is stressed even more.

As far as oils you need to use the approved oil. I don't have an issue with the 10K service as proper oil sampling will show you that you could likely go farther. Oils degrade from outside things from fuels entering to soot and metals. Some of the metals can be filtered out. Even the soot can be filtered out in a bypass set up (which I have). All those things cause the oils to oxide and break down. Modern engines can handle longer since the engines are tighter they don't allow as much cylinder contaminants into the oils (fuel, soot, gasses). Also the parts are built better to last longer so there isn't as much wear metals in the oil either. The newer oils can also handle higher temps which in the past also caused oil breakdown. Then there is the breathing systems and filters which also have improved to not let outside dirt in. Our older engines on the mine site recommended 250 hour engine oil changes, then some newer ones went to 300 hours and now they are up to 500 hours. We are getting the same or better life as the older engines. Also, other compartments (whether car, truck or mining equipment) have even longer oil change intervals because they don't have things like the combustion chamber throwing new contaminants in each revolution.

The DMF is there to make things quite and smooth that Americans love so much. It absorbs the dieseling of the engine more since the engine is lower RPM at idle it doesn't run as smooth. The DMF absorbs those shocks. The SMF doesn't and it just transfers the energy else where and hence you hear it at idle.