Page 331
10.
11.
12.
Connect a stroboscope or timing setting instrument
and adjust the firing point.
Tighten the distributor retaining screw. Connect the
vacuum hose.
Adjust the idling speed setting.
BREAKER CONTACT
Removal
1.
2.
3.
4.
Push aside the retaining springs and remove the distributor cap.
Withdraw the rotor arm.
Pull the breaker arm leads away from the ~ontact plate.
Remove the fixed breaker contact retaining screw and
remove the contact.
SA.Ml
342-3
Page 332
Assembly
CAUTION
The contact surfaces must not come into contact
with oil or grease (risk of oxidation).
1. Insert the fixed breaker contact with attached breaker
arm and insert the retaining screw but do not tighten
it.
2. Connect the lead to the contact plate on the breaker
arm.
3. Adjust the.breaker gap.
a. Breaker gap.
Rotate the shaft until the breaker arm is lifted free
of the fixed breaker contact. Insert a screwdriver
between the two studs and in the groove in the
fixed breaker contact and adjust the gap by turning
the screwdriver. Tighten the retaining screw and
.check the gap once again.
b. Dwell angle.
Connect a cam angle meter, switch on the ignition
and turn the engine over on the starter. Compare
the indicated reading with the specification (see
Group 0) and correct if necessary by adjusting the
fixed breaker contact. Tighten the retaining screw
and check the setting once again.
CAUTION
The lower setting should be used for new contacts
as the angle increases with wear.
342-4
SAAB
Page 333
The relationship between the contact gap "A" and the
closing angle "S" is shown by the three diagrams on
this page. The shaded contact shows the contact gap
at the highest position of the cam.
4. Fit the rotor arm.
5. Put on the distributor cap and secure it with the two
spring clips.
6. Connect a stroboscope lamp and check the ignition
point at starter speed or with the engine idling at not
more than 800 rev/min. The vacuum hose must be disconnected during this operation. Adjust as necessary.
,
"A''
contact gap
closing angle
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CAPACITOR
Removal
1. Push aside the retaining springs and remove the distributor cap.
2. Remove the two distributor retaining screws using
tool 83 91 989 and rotate the distributor until the
capacitor retaining screw becomes accessible.
3. Pull the breaker arm leads away from the contact·
plate, undo the retaining screw and remove the capacitor complete with contact plate and low tension lead.
Assembly
1. Screw on the capacitor complete with contact plate
and low-tension lead.
2. Connect the lead from the capacitor from the contact
plate on the breaker arm.
3. Rotate the distributor to its correct position and secure it by means of the retaining screws.
4. Fit the distributor cap.
5. Connect a stroboscope lamp; adjust the ignition point
at a maximum idling speed of 800 rev/min, and with
the vacuum hose disconnected.
342-5
Page 334
VACUUM REGULATOR
Removal and installation
1. Remove the distributor cap and disconnect the vacuum
hose to the vacuum regulator.
2. Remove the two vacuum regulator retaining screws.
One of the screws also retains the distributor retaining
springs.
3. Remove the lock ring from the bearing pin of the regulating arm and remove the vacuum regulator.
Installation is carried out in the reverse order.
CHECKING AND SETTING THE IGNITION POING
1. Connect a cam angle meter and revolution counter.
2. Connect a stroboscope lamp.
3. Disconnect the vacuum hose at the carburetor (throttle
housing).
If a delay valve is fitted in the vacuum line, the hose
must not be disconnected at the distributor while
the engine is running, as there is danger of dirt
being drawn into the valve, which may become clogged, resulting in the engine running roughly and increase in fuel consumption.
4. Switch on the ignition and check the cam angle at
starter speed and idling speed. Adjust as necessary.
5. Check the ignition point setting.
6. If necessary, adjust the ignition timing by rotating the
distributor housing (clockwise for earlier ignition,
counter-clockwise for later ignition).
See section 023 for correct settings. Reconnect the
vacuum hose. Adjust the engine idling speed.
342-6
Page 335
CHECKING THE IGNITION TIMING USING AN
INDICATOR
The engine is equipped for checking of the tirning by means of an indicator.
The equipment in the car comprises a pin in the engine
flywheel and a service socket in the clutch cover. (Flywheel markings have been retained for measuring by
means of a conventional stroboscope lamp.)
The indicator is connected to the clutch cover by means
of a special connector and to the plug lead for No. 1 cylinder by means of a terminal.
,
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IGNITION SERVICE INSTRUMENT
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CAUTION
Check that the gear lever is in neutral before switching on the starter.
MEASURING THE TIMING BY MEANS OF AN INDICATOR
IGNITION SERVICE INSTRUMENT
The ignition service instrument (TSI) is connected to the
ignition service socket at the fuse box and by means of
an impulse transmitter at the plug lead for No. 1 cylinder.
The instrument consists of a tachometer, cam angle meter,
ohmmeter for the breaker contacts, stroboscope lamp
and switch for operating the starter, and, in later versions,
an ignition setting meter with graduated scale.
Since the ignition switch on the car is by-passed when
the engine is run by means of the ignition service instrument, the fan is not actuated. If the engine is run for
longer periods (more than around 10 mins.) the ignition
system should therefore be switched on by means of the
ignition key. If the engine gets too hot, incorrect values
will be obtained for the carbon monoxide content in the
exhaust.
Note! The ignition switched on, all other electrical
equipment in the ignition switch circuit, as well as the
fan, will be on.
342-7
111111
Page 336
DISTRIBUTOR CAP
Removing
1. Remove all ignition cables with rubber cups from the
distributor cap.
2. Push the spring clips aside and take off the distributor
cap.
Installing
S3614
1. Put on the distributor cap and secure it with the spring
clips.
2. Attach the ignition cables in the correct order of firing.
CHECKING OUT THE DISTRIBUTOR ON A TEST BENCH
Test according to the directions supplied with the test
equipment. See ignition advance graph for correct settings.
NOTE ··
1. The distributor rotates at half the speed of the
engine.
2. The camshaft angle is half the crankshaft angle.
The contact pressure mu.st be checked with a spring balance secure_d opposite the breaker arm contact.
Pressure too low - the contact bounce.
Pressure too high - undue wear on cam fender and cams.
If the distributor is test€d when mounted on the engine,
the main point to remember is that the advance angle and
speed readings will be double those obtained on a distributor test bench. There.-may-also be some deviation in
the readings duet~ engine vib~ation:
342-8
Page 337
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Distributor
Bosch O 231 170 122
Checking on distributor test bench:
Contact pressure
4.9-6.2 N ( 18-23 oz, 500-630
Breaker gap
min. 0.016" (0.40 mm)
50°-:±:3o
Dwell angle
p)
SAAB
342-9
Page 338
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including model 1976, and injection engines model 1976
Distributor
Bosch 0 231 170 115, Bosch 0 231 170 145
Check;ng on distributor test bench:
Contact pressure
4.9-6.2 N (18-23 oz, 500-630 p)
Breaker gap
min. 0.016" (0.40 mm)
Dwell angle
50 ± 3o
342-10
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Page 340
·DISTRIBUTOR
Breakerless ignition system
GENERAL
The size and shape of the distributor are the same as
those of a conventional one. The distributor also has centrifugal and vacuum control of the ignition timing.
The vacuum control unit on turbo engines is double acting. When the engine works with under-pressure in the inlet manifolcj, the result is earlier ignition. At overloading
(over.pressure in the inlet manifold), the result is later
ignition. This prevents pinging.
The electrical transmission unit is similar to a generator.
The rotor reverses the direction of the magnetic field
built up by the permanent magnet. The change in the
magnetic field is governed by the clearance between the
rotor and the stator. Since the rotor has the same number
of poles as the stator, a mean value of the gap between
the poles on the rotor and those on the stator is achieved,
which guarantees correct timing even if there is a certain
amount of play in the moving parts of the distributor.
Thus, the ignition timing is not affected by mechanical
wear since the circuit is broken electronically.
1 --r-.l-l'-,'--2--=+-~II
3
4
5--+------'
6-----------
S 5885
DISTRIBUTOR
1. Rotor
2. Stator
3. Induction coil
4. Stator plate
5. Rotor sleeve
6. Stator sleeve
7. Outer gap
8. Magnet
9. Inner gap
10. Retaining plate and sleeve
DISTRIBUTOR
342--12
SAAB