Avansul si alte alea

[MikeRG]

pentru ca tot ati adus vorba, m-am uitat pe www.oldvolkshome.com si pe www.vw-resource.com

Beetle 1949-December 1953 * 25HP to Eng 1-695 281

Distributor: VW 211-905-205E, Bosch VJR 4 BR 8/1 (0231 129 019) > 211-905-205F, VJR 4 BR 25/1 (0231 129 010) > 126-905-205 (0231 178 009)

Can Use:

Points: 01 001

Condensor: 02 170

Rotor: 1237 332 072 (NLA) - Can use 04 008

Cap: 03 019

Coil: 00 001 (Blue Coil: 00 016)

Vacuum Can: None

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC Static

Advance/Retard Range: Unknown

--------------------------------------------------------------------------------

Beetle Jan 1954-Dec 1954 * 36HP to Eng 1-945 526

Distributor: VW 111-905-205, VE 4 BRS 383

Can Use:

Points: 01 001

Condensor: 02 006

Rotor: 1234 332 026 (NLA) > 1234 332 068 (NLA)

Cap: 1235 523 000 (NLA) > 1239 999 013 (NLA)

Coil: 01 001 (Blue Coil: 00 016)

Vacuum Can: None

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC Static

Advance/Retard Range: Unknown

--------------------------------------------------------------------------------

Beetle 1955-1960 * 36HP

Distributor: VW 111-905-205C, Bosch VJU 4 BR 8/1 (0231 112 005) > 111-905-205F, VJUR 4 BR 8/1 (0231 115 020/040)

Can Use:

Points: 01 003

Condensor: 02 170

Rotor: 04 008

Cap: 03 019

Coil: 00 001 (Blue Coil: 00 016)

Vacuum Can: 1237 121 113 (NLA)

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC Static

Advance/Retard Range: Unknown

--------------------------------------------------------------------------------

Beetle 1961-1964 * 40HP

Distributor: VW 113-905-205A, Bosch ZV/PAU 4R2, 4R5 (0231 139 002) > 113-905-205B, 0231 139 006 > 311-905-205, ZV/PAU 4R4, 4R6 (0231 139 005) > 315-905-205B, 0231 137 031

Can Use: VW 111-905-205L or M, Bosch 0231 147 002 or 111-905-205N, 0231 137 005

Points: 01 006

Condensor: 02 006

Rotor: 04 010

Cap: 03 037

Coil: 00 001 (Blue Coil: 00 016)

Vacuum Can: 07 015 (NLA)

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 10deg BTDC Static or @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum Advance Only: 10deg @ 1.3 In. Hg, 15-21deg @ 2.8 In. Hg

--------------------------------------------------------------------------------

Beetle 1965 * 40HP

Distributor: VW 111-905-205L or M, Bosch ZV/JU4R3 (0231 147 002) > 111-905-205N or 113-905-205J, (Both VW Numbers are: Bosch 0231 137 005)

Can Use: VW 113-905-205A, Bosch ZV/PAU 4R2, 4R5 (0231 139 002), 113-905-205B, 0231 139 006, 311-905-205, ZV/PAU 4R4, 4R6 (0231 139 005) > 315-905-205B, 0231 137 031

Points: 01 009

Condensor: 02 007

Rotor: 04 006

Cap: 03 001

Coil: 00 001 (Blue Coil: 00 016)

Vacuum Can: 07 016 (NLA)

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 10deg BTDC Static or @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum Advance Only: 5-11deg @ 1.3 In. Hg, 23-28deg @ 3.5 In. Hg

--------------------------------------------------------------------------------

Beetle 1966-1967 * 1300/1500

Distributor: VW 113-905-205K/L, Bosch 0231 137 009/010 > 315-905-205B, 0231 137 031

Can Use: VW 113-905-205M, Bosch 0231 137 021, 113-905-205T, 0231 137 035 or 036

Points: 01 009

Points Replacement Plate Assy: VW 111-905-227B, Bosch 1237 110 139

(Note: Order 01 013 Points when using this Plate Assy)

Condensor: 02 007 - Note: If equipped w/AC use 02 069

Rotor: 04 006

Cap: 03 001

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 6 Volt - 00 001, 12 Volt - 00 015

Blue Coil: 6 Volt - 00 016, 12 Volt - 00 012

Vacuum Can: 07 017

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC Static or @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum (Advance Only): 17-19deg @ 1.3 In. Hg, 24-28deg @ 3.2 In. Hg

--------------------------------------------------------------------------------

Beetle 1968 * 1500 Man Trans

Distributor: VW 113-905-205M, Bosch 0231 137 021

Can Use: VW 113-905-205T, Bosch 0231 137 035 or 036

Replacement: VW 111-905-205AA, Bosch 0231 137 039

Points: 01 013

Points Replacement Plate Assy: VW 111-905-227B, Bosch 1237 110 139

Condensor: 02 007 - Note: If equipped w/AC use 02 069

Rotor: 04 006 (Replacement uses 04 033)

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Cap: 03 001 (Replacement uses 03 010)

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 024 (Replacement uses Bosch 1237 121 400)

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC Static or @800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum (Advance Only): 17-19deg @ 1.3 In. Hg, 32-35deg @ 3.2 In. Hg

--------------------------------------------------------------------------------

Beetle 1969-1970 * 1500/1600 Manual Trans

Distributor: VW 113-905-205T, Bosch 0231 137 035 or 036

Replacement: VW 111-905-205AA, Bosch 0231 137 039

Points: 01 013

Points Replacement Plate Assy: VW 111-905-227B, Bosch 1237 110 139

Condensor: 02 007 - Note: If equipped w/AC use 02 069

Rotor: 04 033

Cap: 03 010

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 024 (Replacement uses Bosch 1237 121 400)

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC Static or @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum (Advance Only): 17-19deg @ 1.3 In. Hg, 32-35deg @ 3.2 In. Hg

--------------------------------------------------------------------------------

Beetle 1968 * 1500 Auto-Stick Trans

Distributor: VW 113-905-205P, Bosch 0231 115 056

Can Use: VW 113-905-205AA, Bosch 0231 115 078, 113-905-205AD or AE, 0231 167 029

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227A, Bosch 1237 110 064

Condensor: 02 021 (Can use 02 039)

Rotor: 04 006

Cap: 03 001

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 023

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC Static or @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 13-16deg @ 2200rpm, 25-28deg @ 3900rpm

--------------------------------------------------------------------------------

Beetle 1969 * 1500 Auto-Stick Trans

Distributor: VW 113-905-205AA, Bosch 0231 115 078

Can Use: VW 113-905-205P, Bosch 0231 115 056, 113-905-205AD or AE, 0231 167 029

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227A, Bosch 1237 110 064

Condensor: 02 021 (Can use 02 039)

Rotor: 04 033

Cap: 03 010

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 023

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 13-16deg @ 2200rpm, 25-28deg @ 3900rpm

--------------------------------------------------------------------------------

Beetle 1970 * 1600 Manual Trans

Distributor: VW 113-905-205T, Bosch 0231 137 036

Can Use:

Points: 01 013

Points Replacement Plate Assy: VW 111-905-227B, Bosch 1237 110 139

Condensor: 02 007 Note: If equipped w/AC use 02 069

Rotor: 04 033

Cap: 03 010

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 024

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum (Advance Only): 17-19deg @ 1.3 In. Hg, 32-35deg @ 3.2 In. Hg

--------------------------------------------------------------------------------

Beetle 1970 * 1600 Auto-Stick Trans

Distributor: VW 113-905-205AD or AE, Bosch 0231 167 029 > 113 905 205AL, 0231 146 101

Can Use: VW 113-905-205AA, Bosch 0231 115 078

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227A, Bosch 1237 110 064

Condensor: 02 039

Rotor: 04 033

Cap: 03 010

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 138

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC @ 800-950rpm w/strobe w/vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 13-16deg @ 2200rpm, 25-28deg @ 3900rpm

--------------------------------------------------------------------------------

Beetle 1971 * 1600 Manual Trans

Distributor: VW 113-905-205AJ, Bosch 0231 167 049 > 043-905-205C, 0231 176 028

Can Use: VW 113-905-205AN, Bosch 0231 167 070 or 043-905-205C, 0231 176 028

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227A, Bosch 1237 110 064

Condensor: 02 054

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 223

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 9-12deg Adv, 11-13deg Ret; Centrifugal: 6-12deg @ 1500rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1972-1973 * 1600 Manual Trans

Distributor: VW 113-905-205AN, Bosch 0231 167 070 > 043-905-205C, 0231 176 028

Can Use: VW 113-905-205AJ, Bosch 0231 167 049

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227C, Bosch 1237 110 161

Condensor: 02 054

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 102

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected

Advance/Retard Range: Vacuum: 5-8deg Adv, 11-13deg Ret; Centrifugal: 6-12deg @ 1500rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1971 * 1600 Auto-Stick Trans

Important Note! The listing for this distributor appears ONLY in the Bosch References and does not appear in any Volkswagen Tune-Up References, nor in their Parts Microfilms. It may have been a "Service Replacement".

Distributor: Bosch 0231 167 012

Can Use: VW 113-905-205AH, 0231 167 053 or 043-905-205D, 0231 176 033

Points: 01 011

Condensor: 02 054

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 083

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Unknown - May be the same as 113-905-205AH below

--------------------------------------------------------------------------------

Beetle 1971-1973 * 1600 Auto-Stick Trans

Distributor: VW 113-905-205AH, Bosch 0231 167 053 > 043-905-205D, 0231 176 033

Can Use: VW 043-905-205D, Bosch 0231 176 033, 211-905-205Q, 0231 167 055, 211-905-205S, 0231 173 001

Points: 01 011

Points Replacement Plate Assy: VW 311-905-227C, Bosch 1237 110 161

Condensor: 02 054

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 092

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 2-5deg Adv, 11-13deg Ret; Centrifugal: 12-16deg @ 2200rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1974 * 1600 Calif Manual Trans

Distributor: VW 043-905-205C, 0231 176 028

Can Use: VW 113-905-205AN, Bosch 0231 167 070

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 114

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 5-8deg Adv, 11-13deg Ret; Centrifugal: 6-12deg @ 1500rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1974 * 1600 Federal Manual Trans

Distributor: VW 043-905-205, Bosch 0231 170 034

Can Use: VW 113-905-205AL, Bosch 0231 146 101, VW 043 905 205 ZB (Mexico) (See Note Below)

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 059

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC @ 800-950rpm w/strobe and w/single vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 7-12deg @ 1600rpm, 20-25deg @ 3800rpm

NOTE: Volkswagen (with Bosch's help) now makes this distributor in Mexico and is available brand new and ready to install. Please click this link:Beetle (Puebla, Mexico) With Points Distributor to view the specs.

--------------------------------------------------------------------------------

Beetle 1974 * 1600 Calif Auto-Stick Trans

Distributor: VW 043-905-205D, Bosch 0231 176 033

Can Use: VW 113-905-205AH, Bosch 0231 167 053

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 118

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 2-5deg Adv, 11-13deg Ret; Centrifugal: 12-16deg @ 2200rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1974 * 1600 Federal Auto-Stick Trans

Distributor: VW 043-905-205A, Bosch 0231 170 036

Can Use:

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 059

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC @ 800-950rpm w/ strobe and w/single vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 13-15deg @ 2300rpm, 22-25deg @ 3800rpm

--------------------------------------------------------------------------------

Beetle 1975-1979 * 1600 FI Manual Trans

Distributor: VW 043-905-205H, Bosch 0231 176 044

Can Use:

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 012

Vacuum Can: 07 114

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 5deg ATDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 5-8deg Adv, 11-13deg Ret; Centrifugal: 6-12deg @ 1500rpm, 20-23deg @ 3500rpm

--------------------------------------------------------------------------------

Beetle 1975 * 1600 FI Auto-Stick Trans

Distributor: VW 043-905-205J, Bosch 0231 176 053

Can Use:

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 012

Vacuum Can: 07 126

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 8-12deg Adv, 6-8deg Ret; Centrifugal: 6-11deg @ 1500rpm, 20-23deg @ 3500rpm

--------------------------------------------------------------------------------

Beetle 1975 * 1600 FI Auto-Stick Trans

Distributor: VW 043-905-205J, Bosch 0231 176 053

Can Use:

Points: 01 011

Condensor: 02 074

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 012

Vacuum Can: 07 126

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 0deg TDC @ 800-950rpm w/strobe, vacuum hose(s) connected.

Advance/Retard Range: Vacuum: 8-12deg Adv, 6-8deg Ret; Centrifugal: 6-11deg @ 1500rpm, 20-23deg @ 3500rpm

--------------------------------------------------------------------------------

Beetle (Puebla, Mexico) With Points Distributor

Distributor: VW 043-905-205 ZB, Bosch 0231 170 034 (Mexico)

Can Use: VW 113-905-205AL, Bosch 0231 146 101, VW 043 905 205, 0231 170 034 (German)

Notes: This is the Mexican manufactured version of the original 043 905 205 Distributor, originally used on 1974 Federal Manual Transmission Beetles. This was used on Mexican production Beetles early on before they switched to Electronic Ignition (year periods are unknown, but I believe it was sometime in the 80s). This distributor comes with a Single Vacuum Can is essentially a carbon copy of the original German made model. It uses all of the same components of the original German Distributor except the Condensor as noted below. Timing specs are the same as well and have not changed.

This is THE Distributor to use on your stock engine w/Solex 30PICT Series or 34PICT Series carbureted 1600 Beetle thru 1974 (75-79 w/Carb) & Type 2 1600 thru 1971. This Distributor is essentially a "009" with a Vacuum Advance Assist to help prevent hesitation in all of those Stop-n-Go situations in city traffic. The Mechanical Advance takes over out on the highway to provide the most excellent Advance Curve in all sorts of engine loads. If you're running an original Dual-Vacuum Distributor on your Beetle 71-74/Type 2 1971 application(s), you will need to cap off the "Retard" Vacuum Port located on the rear of the Carburetor. Available new from a number of VW Parts Suppliers.

This distributor is sim ilar to but should not to be confused with the "Bruck Germany" Distributor being sold by a number of outfits. In actuality, this is a Chinese knock-off of the Bosch Mexican "034" and the reliability of this distributor has not yet proven itself IMHO. Let the buyer and user beware!

Points: 01 011

Condensor: 02 054 (German model used 02 074)

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 059

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC @ 800-950rpm w/strobe and w/single vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 8deg @ 1300rpm, 10deg @ 1600rpm, 15deg @ 2500rpm, 20deg @ 3000rpm, 21deg @ 3500 to 4000rpm

Note: The Advance ranges shown are courtesy of Richard Atwell who performed a test of this distributor's capabilities on a Sun Distributor testing machine. You can view the appropriate advance graph images at the following links (click on them): Vacuum Advance, Centrifigual (Mechanical)

--------------------------------------------------------------------------------

Beetle (Puebla, Mexico) With Electronic Ignition thru 2004

Distributor: VW BAA-905-205C, Bosch 9237 040 030

Note: This is a Mechanical Advance Only Distributor equipped with an Electronic Hall Ignition. There is some information available, more to come!

Distributor Hall Sender: UNKNOWN

Ignition Control Module: VW 191-905-351B, Bosch 0227 100 142, Meyle 100 905 0005

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 212 when using Original Beru Ignition Wires

Note: 03 010 cap is interchangeable (using 09 001 Ignition Wires)

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: VW BAQ-905-115B (Echlin), Bosch UNKNOWN

Ignition Wires: UNKNOWN

Spark Plug: W8AC

Timing Set At:: UNKNOWN - Coming Soon!

[tibimakai]

very cool! dar al meu tot nu se incadreaza in nici unul, poate la ultimul

[MikeRG]

--------------------------------------------------------------------------------

Beetle (Puebla, Mexico) With Points Distributor

Distributor: VW 043-905-205 ZB, Bosch 0231 170 034 (Mexico)

Can Use: VW 113-905-205AL, Bosch 0231 146 101, VW 043 905 205, 0231 170 034 (German)

Notes: This is the Mexican manufactured version of the original 043 905 205 Distributor, originally used on 1974 Federal Manual Transmission Beetles. This was used on Mexican production Beetles early on before they switched to Electronic Ignition (year periods are unknown, but I believe it was sometime in the 80s). This distributor comes with a Single Vacuum Can is essentially a carbon copy of the original German made model. It uses all of the same components of the original German Distributor except the Condensor as noted below. Timing specs are the same as well and have not changed.

This is THE Distributor to use on your stock engine w/Solex 30PICT Series or 34PICT Series carbureted 1600 Beetle thru 1974 (75-79 w/Carb) & Type 2 1600 thru 1971. This Distributor is essentially a "009" with a Vacuum Advance Assist to help prevent hesitation in all of those Stop-n-Go situations in city traffic. The Mechanical Advance takes over out on the highway to provide the most excellent Advance Curve in all sorts of engine loads. If you're running an original Dual-Vacuum Distributor on your Beetle 71-74/Type 2 1971 application(s), you will need to cap off the "Retard" Vacuum Port located on the rear of the Carburetor. Available new from a number of VW Parts Suppliers.

This distributor is sim ilar to but should not to be confused with the "Bruck Germany" Distributor being sold by a number of outfits. In actuality, this is a Chinese knock-off of the Bosch Mexican "034" and the reliability of this distributor has not yet proven itself IMHO. Let the buyer and user beware!

Points: 01 011

Condensor: 02 054 (German model used 02 074)

Rotor: 04 033

Dust Cover: 039-905-241, Bosch 1230 500 139 > 1230 500 147

Cap: 03 010

Distributor Cap Clip: 034-905-265, Bosch 1231 251 033

Parts Kit (Shims, Washers & Hardware): 059-998-211, Bosch 1237 010 007

Coil: 00 015 (Blue Coil: 00 012)

Vacuum Can: 07 059

Ignition Wires: 09 001

Spark Plug: W8AC

Timing Set At:: 7.5deg BTDC @ 800-950rpm w/strobe and w/single vacuum hose disconnected and plugged

Advance/Retard Range: Vacuum: 8-12deg Adv; Centrifugal: 8deg @ 1300rpm, 10deg @ 1600rpm, 15deg @ 2500rpm, 20deg @ 3000rpm, 21deg @ 3500 to 4000rpm

Note: The Advance ranges shown are courtesy of Richard Atwell who performed a test of this distributor's capabilities on a Sun Distributor testing machine. You can view the appropriate advance graph images at the following links (click on them): Vacuum Advance, Centrifigual (Mechanical)

--------------------------------------------------------------------------------

<{POST_SNAPBACK}>

[MikeRG]

C24-043-905-205-ZB - GENUINE VW OF MEXICO VACUUM ADVANCE (SVDA) DISTRIBUTOR vs. VWC-043-905-205 - BRUCK GERMANY VACUUM ADVANCE (SVDA) DISTRIBUTOR

VW Mexico Vacuum distributor Bruck Vacuum distributor

ENGINE

RPM Degrees of advance Degrees of advance

800 0 0

1000 0 0

1200 1 1

1400 2 2

1600 5 4

1800 5.5 5

2000 6 6

2200 6.5 6

2400 7 7

2600 7.5 7.5

2800 8 7.5

3000 8.5 8

3200 9 9

3400 9.5 9

3600 10 10

3800 11 11

4000 11.5 11

Vacuum advance Inches of Vacuum Inches of Vacuum

1 Degree 3.5 inches 4 inches

2 Degree 4 inches 5 inches

3 Degree 5 inches 6 inches

4 Degree 6 inches 7 inches

5 Degree 8 inches 8 inches

6 Degree 9 inches

[MikeRG]

OE QUALITY 009 DISTRIBUTOR - KAFER BRAND - REPRODUCTION - MECHANICAL ADVANCE

This is the newest version of a classic VW performance 009 mechanical advance distributor. Re-tooled and 100% brand new. Made to the finest OE German quality standards, this replacement "009" mechanical advance distributor is much better quality then the Brazilian made Bosch 009 distributor which is now in very short supply. Save money and get the best 009 distributor on the market. This style of distributor has been used for over 30 years in all sorts of stock and Hi-performance applications. This is the easiest distributor solution for any aftermarket carburetor set up, as it does not reply on vacuum for its operation. This distributor has 22 degrees advance built in and reaches complete advance by 2600 RPM, perfect for most 16-2300cc Beetle style engines.

Special note: There are a few different reproduction "009" distributors coming out into the market now. Be very careful as they are not all the same. We custom adjust the advance curve of our Kafer 009 distributors IN HOUSE. This is necessary as these distributors are shipped with the incorrect advance curve from the factory and will create timing problems if not re-curved. We have taken the time to check the advance curve and re-curve as necessary. Don't get caught with a bum part. Purchase your new 009 from the most reliable parts supplier in the industry, Cip1.com

[MikeRG]

am citit pe samba ca Bruck astea sunt knock down versions made in China - asa ca optiunile sunt din ce in ce mai limitate daca vrem calitate - in viitor vor merita un MSD, Mallory, Magneto (pentru curse, fara baterie), combinate cu un CDI

[MikeRG]

"Run, Stop, Adjust" Method

Someone wrote to ask -

My setup: Beetle 1971 (pre-August) 1600cc single port Engine, 009 distributor and Brosol H30/31 carburetor. My question has to do with timing. It says in the BugMe video series that timing with a 009 should be set at 7.5 degrees BTDC. However from another source in a popular Beetle forum maintains it should be at 5 degrees ATDC for my particular setup. I followed the 7.5 degree BTDC setting and didn't find the running too good.

I then took the car on a run and every now and then stopped to turn the dizzy just a bit one way and then the other way to find the "sweet spot." I got it positioned at a fairly okay position and also with the most minimum (hardly any) of 'gurgling' pre-ignition type sound when suddenly pushing down the pedal going uphill.

Could you please tell me what actually is my correct timing mark? I have been to your Website to look but was not able to locate the specific information I need.

Would you consider my "run, stop, adjust distributor' method described above an acceptable way to set the correct timing?

Rob responded -

With a 009 distributor the correct setting is 28-32 degrees total advance at 3000+rpm. That usually comes to about 7.5 degrees BTDC (which the BugMe video mentions) at idle -- but not always. Since the 009 distributors vary in build quality and the total advance is more important than the idle setting -- the idle setting could be anywhere from about 5 to 10 degrees BTDC after setting the total advance. Once you know what THAT idle setting is for THAT 009, you can set it static in future if you wish.

If you can identify the TDC mark on the pulley, 30 degrees is 46.5mm to the right of that around the rim, so 28-32 is 3mm either side of that. If you aren't sure about the marks, describe them to me and I might be able to help. VW used at least four different sets of pulley marks over the years.

Use as much of the 28-32 degrees BTDC as you can without the engine detonating/pinging, as this helps reduce any acceleration stumbles a little (caused by the 009 distributor -- you will find that discussed on our Web site. See our article on Timing the 009 Distributor).

If the engine still detonates at 28 degrees BTDC maximum advance, try using a higher octane fuel. Never use less than 28 degrees BTDC maximum advance, as the 009 distributor produces a slight underadvance at higher speeds anyway (vacuum distibutors will allow up to 40 degrees under cruising/part throttle conditions for better fuel economy).

Your description of a gurgling/pre-ignition sound is worrisome. That sounds like detonation - I describe it as a harsh uneven clicking sound from the engine when you use heavy throttle at lowish engine rpm. If it's happening in normal driving you probably need to use a higher octane fuel. The VW engine doesn't need a really high octane number, but the later Bugs (1500/1600cc engines) do have a slightly higher compression ratio than the early 1200/1300s and like at least 91 RON octane (about 87AKI in the USA). Using a higher than needed octane fuel doesn't give you more power and won't damage an engine, but using a too-low octane number WILL eventually damage your engine.

The 5 degree ADTC setting some others have described to you is for the 1971-1973 1600 twin port engine (AD, AE series engine numbers) with the DOUBLE vacuum distributor (two vacuum lines to the carburetor). NEVER use this setting with the 009 distributor or any single vacuum distributor or the car will be badly underadvanced at higher rpms, which will result in overheating and poor economy. For your information, the double vacuum distibutor pulled in 5 degrees ATDC at idle as an emissions thing - when you crack the throttle open the retard drops out and the timing jumps to a normal 7.5BTDC and starts to advance from there. The double vac distributor was used for only three model years, then VW used the single vacuum double advance (SVDA) distributor - from the '74 year onwards. It's like a high quality 009 (up to 32 degrees) with added vacuum advance (an additional 8 degrees when needed) - the best of both worlds.

Also check the jetting in your carburetor. The H30/31 carburetor is often delivered with lean jetting as an emissions thing (I've seen main jets as small as 112.5). You should have a 55 idle, 127.5 main and about 125 or 130 air correction jet. (If you had a vacuum distributor the main jet in the carburetor should be a 125, but the 009 distributor needs a slightly richer mixture). The brass idle jet is in the right side of the carburetor, and there is another one there too - the power jet which is normally a 65 (this only provides fuel at high speed high throttle). The main jet is in the bottom of the float bowl. The air correction is a vertical brass screw head with a hole in it between the float bowl and the main throat - you have to remove the carburetor top to see it. Be careful removing this - it's about an inch long as it has a thin emulsion tube (mixes air and fuel before it enters the main throat) attached to it.

If your fuel has MTBE or other oxygenates in it, these will cause the engine to run lean which will worsen any detonation/pinging. This can be corrected by going up in jet sizes -- try 130 for the main jet and just possibly a 60 for the idle. MBTE and other oxygenates enhance the octane number but have less "fuel" in the fuel, so you need to richen the mixture a little to get it back in balance (modern cars have engine computers which do this on the run, but our old carburetted cars have to be manually set with different jets to cope with oxygenated fuels).

Always set the accelerator pump to give a good squirt - this reduces any acceleration stumbles caused by the 009 (single-vacuum distributors ARE better). With the air cleaner off, look down the throat and give the throttle arm a firm tug (the accelerator pump does NOT work with slow throttle movements). You should see a nice long squirt of fuel straight down the carburetor throat past the opening throttle plate, not splashing on anything on the way. If it splashes, twist the delivery tube a little - gently please. There should be an adjusting "bell" with an elongated hole and lock nut in the accelerator pump linkage (right side of carburetor) to adjust the squirt. (See our article on Accelerator Pump Adjustment for more information.)

The "run, stop, adjust" method is not very good at setting the car up properly.

[MikeRG]

Finding Top Dead Center (TDC) -

If you are uncertain as to which mark is which on the crankshaft pulley, determine TDC as follows:

Remove the #1 spark plug.

Note: The #1 cylinder is on the right side, closest to the front of the car.

Remove the distributor cap and find the notch on the rim of the distributor that marks the position of the #1 spark plug wire.

Note: This is a very thin little notch in the metal -- you may find it best by running your fingernail around the rim of the distributor.

With a 19mm socket or 19mm box-end wrench (ring spanner) on the alternator nut, rotate the engine (clockwise -- the way it goes) until the rotor is approaching the #1 spark plug position (the notch you found in the rim of the distributor).

Insert a pencil (eraser end first) into the #1 spark plug hole until it rests on the top of the piston.

With the 19mm wrench (spanner) on the alternator nut, and while holding the pencil on the top of the piston, move the crankshaft back and forth across the #1 spark plug position until you find the point at which the piston is highest in the cylinder (i.e., the pencil is at its furthest point out of the spark plug hole). This is Top Dead Center. On the crankshaft pulley, with piston #1 at TDC, make a mark (with white paint) exactly opposite the split in the crankcase. This will be your TDC mark and the starting point for other timing marks you will make. You will find the timing mark(s) that apply to your configuration by carefully measuring from the TDC point around the rim of the crankshaft pulley.

While you're at it, rotate the pulley 180 degrees and paint a mark on the pulley there. You will use this point when you adjust the valves (this is the point at which pistons in cylinders #2 and #4 are at TDC).

~~~

To Make Your Timing Marks -

The distances around the pulley (arc distances) for the various timing marks are calculated using the following formula -

arc distance = 2(pi)®(alpha)/360

where -

pi = 3.1416

r = the radius of the pulley (in mm)

alpha = degrees of the appropriate arc (e.g., the appropriate timing advance).

The arc distances that follow are based on a pulley diameter of 175mm, thus a radius of 87.5mm. Be sure to measure the diameter of your pulley and use the radius of your pulley in the following calculations.

[MikeRG]

Timing the Various Distributors -

Note: The double-vacuum advance distributor must be timed with the engine idling, using a strobe timing light. The 009 and single-vacuum distributors CAN be statically timed at 7.5o BTDC, but timing with a strobe light is recommended. If an electronic ignition system like Compu-Fire or Pertronix has been installed, the distributor MUST be timed with a strobe light.

Dual-advance distributors: From the TDC mark, measure on the rim of the pulley 7.6 mm to the left from the TDC notch and mark with white paint; this is 5o ATDC, the point at which the dual vacuum advance distributor is timed.

009 and SVDA distributors: Measure on the rim of the pulley 11.5 mm to the right of the TDC notch on the rim of the crankshaft pulley. This is 7.5o BTDC; mark this point also with white paint. This is the point at which the centrifugal advance (009) and single-vacuum dual-advance (SVDA) distributors are preliminarily timed (the maximum advance at 3500 rpm will be the final timing point for these distributors).

Maximum advance: From the TDC mark, measure on the rim of the pulley 46 mm (for a 175 mm diameter pulley) to the right on the rim of the crankshaft pulley. This is 30o BTDC; mark this point also with white paint. This is the maximum advance point at 3500 rpm, the timing point for oo9 and SVDA distributors.

[MikeRG]

Setting the 009 Centrifugal Advance and Single-Vacuum Dual Advance (SVDA) Distributors with a Strobe

Note: The approximate idle timing setting for the centrifugal advance distributor (009) and the single-vacuum distributor (vacuum hose plugged) is 7.5o Before Top Dead Center (BTDC). This means that as you view the 7.5o mark at the crankcase split (with the strobe), the TDC mark on the pulley will be about 11.5mm to the LEFT of the crankcase split when the distributor is properly timed. This is the APPROXIMATE timing setting at idle.

For these distributors, the advance timing is more important than the idle timing. Ideally it should be 28-30o advanced at 3500 rpm, then should return to something close to 7.5o BTDC at idle (900 rpm). The centrifugal-advance portions of these distributors vary -- if the maximum advance is set to the correct 28-30o BTDC at 3500 rpm, an idle timing in the range of 5-8o BTDC should result.

Set the parking brake firmly and block the wheels. Put the transmission in neutral.

Make sure that the maximum advance timing mark (as determined above) is clearly visible on the crankshaft pulley (i.e., marked with white paint).

Attach the inductive pick-up clip on the timing light around the #1 spark plug wire, close to the spark plug and away from the other spark plug wires to avoid interference. Observe the arrow on the clip pointing to the spark plug (if there is such an arrow).

Power to the strobe light is provided through the red clip. Attach it to the terminal on the right side of the coil (the one with the wires to the automatic choke and idle solenoid -- terminal #15).

Note: If your car is equipped with a Capacitive Discharge Ignition system, power to the coil is provided indirectly through the CDI unit. In this case, just attach the red clip on the strobe light to any convenient 12-volt power source. We use the wire to the automatic choke (though some timing lights, when connected in this manner, will prevent the engine from starting -- for a reason we have yet to determine).

Warning! If you do attach your timing light to the automatic choke connection, be VERY CAREFUL that the wire(s) from the ignition switch do not accidentally become disconnected from the choke connection and drop to touch the alternator body when the ignition is on. If this happens, you will get a shower of sparks, and worse -- you will burn out your ignition switch! (Voice of Experience -- this has happened to me TWICE! You'd think I would learn... I'm getting good at replacing ignition switches!)

(See our Ignition Switch Replacement procedure.)

Attach the black clip to ground (the bolt on the fuel pump and the rear carburetor nut are a convenient places, but make sure the wire doesn't become tangled with the fan belt!).

Attach the dwell-tachometer in accordance with the idle procedure above.

If you are timing a single-vacuum distributor (i.e., SVDA), the vacuum hose must be removed from the DISTRIBUTOR and plugged so that air will not be sucked into the carburetor. Plugging this line is VERY important -- the timing will be way off if you don't. Removing the vacuum hose essentially turns the SVDA distributor into a centrifugal-advance distributor, so the primary timing should be maximum advance (e.g., 30o at 3500 rpm).

Note: For BOTH the centrifugal-advance (009) and SVDA distributors -- if there is a vacuum hose running from a port in the intake manifold under the carburetor up to the air cleaner, this hose must be removed and plugged as well, for the same reason. Be sure to plug it such that air will not be sucked into the intake manifold.

Summary regarding vacuum hoses during timing: Just make sure the vacuum ports on both the carburetor and the intake manifold are PLUGGED so air won't be sucked in during timing.

Start the engine. Adjust the idle to 900 rpm using the procedure above.

Turn off the engine and loosen the distributor clamp nut (10mm) enough so the distributor requires a strong twist to be moved but will stay where it is moved to.

Restart the car. Point the timing light at the split in the crankcase and pull the trigger on the timing light. When the trigger on the strobe light is pulled, with the engine running, the strobe produces a very bright light which flashes every time the #1 spark plug fires. This bright light is used to observe the relationship between the timing mark on the crankshaft pulley and the split in the crankcase.

With the engine idling at 900 rpm, adjust the initial timing to the 7.5o BTDC mark by turning the distributor one way or the other.

Note: Turning the distributor clockwise retards the spark; turning it counterclockwise advances the spark.

Pull the throttle lever down to increase the engine rpm while you hold the strobe light on the crack in the crankcase, and watch the marks on the crankshaft pulley in the strobe light. The TDC mark and idle marks should move to the left (advance) as the rpm's increase to about 3500 rpm.

Turn the distributor one way or the other to set the maximum advance at 3500 rpm to the 30o BTDC mark you made earlier. Return the engine speed to normal idle.

Shut off the engine, and while holding the distributor in the correct position, tighten the distributor clamp nut. Restart the engine and recheck the maximum advance timing.

Allow the engine to idle and, with all of the vacuum hoses still disconnected and plugged, reset the idle speed to spec (850-900 rpm) per the idle procedure above.

Check the idle timing and make a mark on the crankcase that that point. In the future you can set the idle timing at this point (vacuum hose removed from the SVDA distributor and plugged).

Reattach the vacuum hose on the SVDA distributor, and, if applicable, to the vacuum port on the intake maniford.

[MikeRG]

Setting the Dual-Vacuum Distributor with a Strobe

Note: These distributors are timed with both vacuum hoses ATTACHED.

Make sure that the appropriate timing mark (see above) is clearly visible on the crankshaft pulley (i.e., marked with white paint).

Attach the inductive pick-up clip on the timing light around the #1 spark plug wire, close to the spark plug and away from the other spark plug wires to avoid interference. Observe the arrow on the clip pointing to the spark plug (if there is such an arrow).

Power to the strobe light is provided through the red clip. Attach it to the terminal on the right side of the coil (the one with the wires to the automatic choke and idle solenoid -- terminal #15).

Note: If your car is equipped with a Capacitive Discharge Ignition system, power to the coil is provided indirectly through the CDI unit. In this case, just attach the red clip on the strobe light to any convenient 12-volt power source. We use the wire to the automatic choke (though some timing lights, when connected in this manner, will prevent the engine from starting -- for a reason we have yet to determine).

Warning! If you do attach your timing light to the automatic choke connection, be VERY CAREFUL that the wire(s) from the ignition switch do not accidentally become disconnected from the choke connection and drop to touch the alternator body. If this happens, you will get a shower of sparks, and worse -- you will burn out your ignition switch! (Voice of Experience -- this has happened to me TWICE! You'd think I would learn... I'm getting good at replacing ignition switches!)

(See our Ignition Switch Replacement procedure.)

Attach the black clip to ground (the bolt on the fuel pump and the rear carburetor nut are a convenient places, but make sure the wire doesn't become tangled with the fan belt!).

Attach the dwell-tachometer in accordance with the idle procedure above.

Start the engine and allow it to idle at about 900 rpm (if the idle speed is other than this, adjust the idle in accordance with the idle adjustment procedure above).

Point the timing light at the split in the crankcase and pull the trigger on the timing light. When the trigger on the strobe light is pulled, with the engine running, the strobe produces a very bright light which flashes every time the #1 spark plug fires. This bright light is used to observe the relationship between the timing mark on the crankshaft pulley and the split in the crankcase.

Note: When timing the double-vacuum advance distributor (two vacuum hoses), the throttle valve in the carburetor must close adequately for accurate timing adjustment. To check, disconnect the vacuum retard hose (attached to the front of the vacuum chamber and rear of the carburetor) with the engine idling. The timing mark should move 15-18mm to the left. If not, the carburetor needs to be adjusted.

Turn off the engine and loosen the distributor clamp nut (10mm) enough so the distributor requires a strong twist to be moved but will stay where it is moved to.

Restart the car and aim the timing light at the crankcase pulley at the point where it passes the split in the crankcase. Move the distributor one way or the other until the proper timing mark on the pulley (as seen in the strobe light) lines up with the crack in the crankcase.

Note: The correct timing setting for the dual-vacuum distributor is 5o After Top Dead Center (ATDC). This means that as you view the 5o mark at the crankcase split (with the strobe), the TDC mark on the pulley will be about 7.6mm to the RIGHT of the crankcase split.

Shut off the engine, and while holding the distributor in the correct position, tighten the distributor clamp nut. Restart the engine and recheck the timing.

Note: When you change the timing, the idle speed will also change. The reverse is also true. You will probably have to go back and forth between the idle speed and the timing several times before you get the timing set exactly right at the correct idle speed. It's a bit tedious, but well worth getting it right.

[MikeRG]

Static Timing -

Note 1: This procedure is for use on centrifugal advance (009) and single-vacuum/dual advance distributors with points ONLY -- and even with these distributors, it is only approximate. Setting the maximum advance timing is much more important. Dual vacuum distributors and distributors equipped with electronic ignition must be timed with a stroboscopic timing light.

Note 2: If you have a single vacuum distributor, there is no need to remove the vacuum line to static time the distributor. However, if you are going to use a stroboscopic timing light, the vacuum line must be removed and plugged so that air will not be sucked into the carburetor during the test.

Unfasten the clips that hold the distributor cap (a medium-sized screwdriver works best for this).

Lift off the cap and find the notch on the rim of the distributor either by sight or run your fingernail around the rim under the #1 spark plug wire. The notch should be at about 5 o'clock on the 009 distributor.

Rotate the engine with the 19mm wrench on the generator pulley until the rotor is pointing directly at the notch in the distributor rim, then put the cap back on and clip it down.

Get out your static timing light (just a 12-volt bulb in a 18" long (or so) wire and an alligator clip on one end and any kind of a metal attachment--a pointy thing--on the other).

Clip the alligator clip to the connection on the coil where the thin wire (usually green) from the coil to the distributor is connected.

Turn on the ignition key (DO NOT START THE ENGINE!).

While holding the pointy end of the static timing light to ground (e.g., the engine case,) rotate the engine backwards (counterclockwise) a little, then slowly forward, watching the timing mark (7.5o BTDC) and the light at the same time, so when the light comes on you are ready to stop turning.

If your engine is timed correctly, the light will go on when the 7.5o BTDC timing mark is lined up exactly with the crack between the two halves of the crankcase.

It wasn't perfect? Okay, so move the engine backwards a little to take the slack out of the distributor, then clockwise again until the timing mark on the pulley is exactly at the place it should be 7.5o BTDC.

Now loosen the distributor clamp nut (10mm) and rotate the distributor clockwise until the test lamp turns off (points closed), then slowly counterclockwise until the breaker points open and the test lamp flashes on.

Tighten the clamp nut and check the timing per Steps #7 and #8 above. If it's right you're through--if not, loosen the nut, move the distributor, tighten the clamp nut, and try it. Keep at it until it's right.

Switch off the ignition as soon as possible.

[MikeRG]

pentru explicatii similare, in limba romana, gasiti pe situl nostru tehnic

http://www.rrtech.home.ro/

[MikeRG]

very cool! dar al meu tot nu se incadreaza in nici unul, poate la ultimul

<{POST_SNAPBACK}>

The 009 Distributor -

009 (centrifugal advance) distributors vary a lot in the amount of total advance they make (they are built rather cheaply). For this reason they MUST be set at 3000+ rpm using a timing light. Maximum advance is much more important than idle advance, and for the aircooled VW engine and 009 distributor, the maximum advance MUST be between 28 and 32 degrees.

The 009 is usually set at 3000+ rpm because they produce their maximum advance at 2600-2700 rpm, and using 3000 rpm ensures that it's all in.

To do this, make a clearly-distinguishable mark (e.g., white, paint, etc.) on the rim of the crankshift pulley at 30 degrees BTDC (46.5mm to the right of TDC). I would start by statically setting your timing to about 5 degrees BTDC. Then run the RPMS up until the distributor stops advancing, all the while following the advance with a strobe light. You should get a total advance of about 26 degrees or more.

Note: If the 009 distributor is set with more than 32 degree maximum advance, the engine is over-advanced in certain throttle/rpm conditions, and this can cause the engine to ping/detonate. If it's set with less than 28 degrees total advance, the engine will be under-advanced at high rpm and cause overheating. Overheating certainly puts an extra load on the head and it's components, especially the already very hot exhaust valves.

Once the maximum advance has been set, you can then measure the STATIC (engine off) timing and use THAT setting for THAT distributor in future. The static timing using this method is commonly between about 5 and 10BTDC but I have seen reports of up to 16BTDC, since these distributors vary so much in the total advance they can make.

So 7.5 BTDC MIGHT be right for some 009s -- but for a 009 that has a maximum advance of say 26 degrees, the idle (or static) advance should be set at around 10-12 BTDC so that the maximum advance is in the 28-32 degree range. It is important that you determine the proper parameters for YOUR distributor.

The 009 distributor can't "load sense" like the vacuum distributors, so it must be limited to "worst case" of a little either side of 28-32 degrees. Additionally, the 009 centrifugal advance distributor does sometimes cause an acceleration flat spot, as it does not have the vacuum advance adjustment of the original distributor. For this reason the carburetor must be set to run a little rich to compensate for the 009-induced flat spot. One size up on the main jet should do it.

[Kamikaze]

metoda neortodoxa pt reglaj avans, in caz ca motorul e un "mixtum-compositum" de piese de la diferite tipuri :

in cazul in care avansul centrifugal/vacuumatic functioneaza aprox corect si carburatorul e corect reglat

se incalzeste motorul/uleiul la aprox 60

[tonic]

Setting the 009 Centrifugal Advance and Single-Vacuum Dual Advance (SVDA) Distributors with a Strobe

Note: The approximate idle timing setting for the centrifugal advance distributor (009) and the single-vacuum distributor (vacuum hose plugged) is 7.5o Before Top Dead Center (BTDC). This means that as you view the 7.5o mark at the crankcase split (with the strobe), the TDC mark on the pulley will be about 11.5mm to the LEFT of the crankcase split when the distributor is properly timed. This is the APPROXIMATE timing setting at idle.

For these distributors, the advance timing is more important than the idle timing. Ideally it should be 28-30o advanced at 3500 rpm, then should return to something close to 7.5o BTDC at idle (900 rpm). The centrifugal-advance portions of these distributors vary -- if the maximum advance is set to the correct 28-30o BTDC at 3500 rpm, an idle timing in the range of 5-8o BTDC should result.

Set the parking brake firmly and block the wheels. Put the transmission in neutral.

Make sure that the maximum advance timing mark (as determined above) is clearly visible on the crankshaft pulley (i.e., marked with white paint).

Attach the inductive pick-up clip on the timing light around the #1 spark plug wire, close to the spark plug and away from the other spark plug wires to avoid interference. Observe the arrow on the clip pointing to the spark plug (if there is such an arrow).

Power to the strobe light is provided through the red clip. Attach it to the terminal on the right side of the coil (the one with the wires to the automatic choke and idle solenoid -- terminal #15).

Note: If your car is equipped with a Capacitive Discharge Ignition system, power to the coil is provided indirectly through the CDI unit. In this case, just attach the red clip on the strobe light to any convenient 12-volt power source. We use the wire to the automatic choke (though some timing lights, when connected in this manner, will prevent the engine from starting -- for a reason we have yet to determine).

Warning! If you do attach your timing light to the automatic choke connection, be VERY CAREFUL that the wire(s) from the ignition switch do not accidentally become disconnected from the choke connection and drop to touch the alternator body when the ignition is on. If this happens, you will get a shower of sparks, and worse -- you will burn out your ignition switch! (Voice of Experience -- this has happened to me TWICE! You'd think I would learn... I'm getting good at replacing ignition switches!)

(See our Ignition Switch Replacement procedure.)

Attach the black clip to ground (the bolt on the fuel pump and the rear carburetor nut are a convenient places, but make sure the wire doesn't become tangled with the fan belt!).

Attach the dwell-tachometer in accordance with the idle procedure above.

If you are timing a single-vacuum distributor (i.e., SVDA), the vacuum hose must be removed from the DISTRIBUTOR and plugged so that air will not be sucked into the carburetor. Plugging this line is VERY important -- the timing will be way off if you don't. Removing the vacuum hose essentially turns the SVDA distributor into a centrifugal-advance distributor, so the primary timing should be maximum advance (e.g., 30o at 3500 rpm).

Note: For BOTH the centrifugal-advance (009) and SVDA distributors -- if there is a vacuum hose running from a port in the intake manifold under the carburetor up to the air cleaner, this hose must be removed and plugged as well, for the same reason. Be sure to plug it such that air will not be sucked into the intake manifold.

Summary regarding vacuum hoses during timing: Just make sure the vacuum ports on both the carburetor and the intake manifold are PLUGGED so air won't be sucked in during timing.

Start the engine. Adjust the idle to 900 rpm using the procedure above.

Turn off the engine and loosen the distributor clamp nut (10mm) enough so the distributor requires a strong twist to be moved but will stay where it is moved to.

Restart the car. Point the timing light at the split in the crankcase and pull the trigger on the timing light. When the trigger on the strobe light is pulled, with the engine running, the strobe produces a very bright light which flashes every time the #1 spark plug fires. This bright light is used to observe the relationship between the timing mark on the crankshaft pulley and the split in the crankcase.

With the engine idling at 900 rpm, adjust the initial timing to the 7.5o BTDC mark by turning the distributor one way or the other.

Note: Turning the distributor clockwise retards the spark; turning it counterclockwise advances the spark.

Pull the throttle lever down to increase the engine rpm while you hold the strobe light on the crack in the crankcase, and watch the marks on the crankshaft pulley in the strobe light. The TDC mark and idle marks should move to the left (advance) as the rpm's increase to about 3500 rpm.

Turn the distributor one way or the other to set the maximum advance at 3500 rpm to the 30o BTDC mark you made earlier. Return the engine speed to normal idle.

Shut off the engine, and while holding the distributor in the correct position, tighten the distributor clamp nut. Restart the engine and recheck the maximum advance timing.

Allow the engine to idle and, with all of the vacuum hoses still disconnected and plugged, reset the idle speed to spec (850-900 rpm) per the idle procedure above.

Check the idle timing and make a mark on the crankcase that that point. In the future you can set the idle timing at this point (vacuum hose removed from the SVDA distributor and plugged).

Reattach the vacuum hose on the SVDA distributor, and, if applicable, to the vacuum port on the intake maniford.

Pt Radu (Mike RG).

te rog spune-mi daca asta este metoda de reglare a avansului in cazul delcoului cel nou care l-am cumparat (cred ca are nr. 0231 170 031 sau 034 nu stiu sigur acum).

A vrea sa reglez maine avansul sa vad cum merge cu noul delco.

merci

[RaduI]

Din cate stiu, avansul la broscoveniile noastre ( -> 1966) care sunt bunicutele celor mai noi se regleaza numai static, la 10 grade BTDC, indiferent de ruptor-distribuitorul folosit

Modificat 27 Martie, 2006 de RaduI

[tonic]

Din cate stiu, avansul la broscoveniile noastre ( -> 1966) care sunt bunicutele celor mai noi se regleaza numai static, la 10 grade BTDC, indiferent de ruptor-distribuitorul folosit

nu cred ca e corect. Eu pana acum aveam Bosch 009 si reglam avansul la 3000 ture sa fie 25-35 grade (parca ceva de genul aista...asa cum scrie Mike RG mai sus).

dar acum cu noul delco nu mai sunt sigur.

[RaduI]

nu cred ca e corect. Eu pana acum aveam Bosch 009 si reglam avansul la 3000 ture sa fie 25-35 grade (parca ceva de genul aista...asa cum scrie Mike RG mai sus).

dar acum cu noul delco nu mai sunt sigur.

N-o fi corect dar n-am gasit in nici un manual specificat avans dinamic ptr. motoarele 1200 pre '66. Bun, tii musai sa-l reglezi dinamic, ok, dar...la ce valoare ?

[RaduI]

Iata, am Haynes in fata (VW 1200 Beetle 1954 to 1977):

La Ingnition - Modelele vechi, cum ar fi ale noastre:

Static ignition timing:

- 30 bhp- 7,5 BTDC

-34 bhp to 1966- 10 BTDC

- 34 bhp, 1966 on - 7,5

In Supplement (modelele post 1970):

1.8.66 - 7,5 BTDC at 800 to 900 rpm, dwell 44 to 50

1.8.70 - TDC (0) at 800 to 900 rpm, dwell 44 to 50

1.6.74- 7,5 BTDC at 750 to 900 rpm, dwell 44 to 50

1.8.75- 7,5 BTDC at 750 to 900 rpm, dwell 44 to 50

So.... ?

Later edit. Am gasit si Chilton's ( Repair & Tune-up guide Volkswagen 1949 to 1971)

La capitolul "Tune-up", Ignition. Se povesteste ce si cum, apoi, in final, o nota:

"Note: adjustment of ignition timing on 1967 and earlier engines must always be done with a test lamp. A stroboscopic timing light should not be used , as it will alter the entire setting range. However, it is recommended that exhaust emission controlled engines (1968 and later) and type 3 fuel injected engines be timed with a stroboscopic light"

(Cap. TUNE-UP, pag. 31)

[tonic]

da e corect. deci reglezi in cazul nostru la 10 grade, fie static fie dinamic. cred ca e corect si dinamic, nu? insa ceea ce nu stiu eu sigur este daca trebuie sa reglez si la 3000 rpm sau nu? dar daca Mike RG nu zice nimic o sa fac maine probe cu stroboscopul la diverse turatii sa vad ce iese.

chestia e ca nici nu stiu exact unde trebuie conectat tubuletzul de avans vacuumatic la Brosol. am pus un topic sepoarat.

[RaduI]

deci reglezi in cazul nostru la 10 grade, fie static fie dinamic.

Vezi ca am completat postul si cu citatul din Chilton's. Scrie acolo ca NUMAI STATIC.

domne, faci cum vrei in definitiv, vad ca tii musai :( Eu rezist eroic de cativa ani tentativelor lui Mike de a pune stroboscopul pe masina mea. Scrie la carti ca NU ? n-am chef sa fac experiente pe motorasul meu ....

Aaaa, mi-am mai amintit ceva. Am senzatia ca, oricum, valorile avansurilor static / dinamic sunt diferite ptr. acelasi motor. In cazul nostru, 10 e static. Cat pui la dinamic ? negociem ? :D

Modificat 27 Martie, 2006 de RaduI

[tonic]

nu vad de ce ar fi diferite. eu de obicei reglez static la inceput ca sa am un punct de pornire corect sa zicem (la scanteia de la fisa nr. 1) si apoi verific si cu stroboscopul.si este exact la fel, nu cred sa fi fost vreodata o diferentza.

[RaduI]

nu vad de ce ar fi diferite.

Nu sunt mecanic ca sa-ti pot raspunde la asta. Presupun ca e implicat unghiul dwell (vesi ca se dau si valorile lui), inertia arcului platinii, etc. La reglajul static astea nu intervin

[tonic]

cat trebuie sa fie unghiul dwell?

Banuiesc ca la noi daca am pus aprindere electronica, si am micsorat distantza la platina oricum nu mai putem respecta valoarea din carte a unghiului dwell, care va creste.

Dar chiar voi fi curios maine sa verific. eu acum am facut distantza la platina de 0,25-0,3.