Page 271
USA export distributor 7. Adjust the idling speed to 800—850 rev/min. If the en-
gine tends to idle too fast when the vacuum hoses are
Ignition timing, 1.7 and 1.85 | engines
connected, check the vacuum regulator for leakage.
1. Connect Saab’s ignition service instrument (TSI) or
separate cam angle meter, revolution counter and
stroboscope lamp.
2. Switch on the ignition and check the cam angle at Ignition timing, 2.0 | engine
starter speed and with the engine idling. Adjust the
cam angle if-necessary. Ignition timing for the distributor on the 2.0 | engine to
5 . the USA market, see the corresponding part for the stan-
4. Adjust the i speed to not more Tn dard distributor
It is easier to reduce the idling speed to below this
figure if the engine is cold. On a warm engine it may
be necessary to close off the vacuum hoses to get the
idling speed low enough. It may also be necessary to
adjust the overflow valve on the carburetor (see group
2).
5. Adjust the ignition setting (@°BTDC))jand tighten the
retaining screws with wrench 839039.
6. Reconnect both vacuum hoses; the hose from the pi
bottom of the carburetor connects to the negative
side of the diaphragm (retarded ignition). Adjust the (; Pat
ignition setting once again. The timing pointer should ~ - Ae
now be at 4° ATDC (see fig. 2). ne ra
NOTE en ey
It is most important that the ignition timing is cor-
rect with both vacuum hoses disconnected (9° BTDC, ?
Fig. 1). The second check with the hoses connected
is made to ensure that the vacuum regulation is work-
ing properly.
aa 10.
|
1 2
CLUTCH ENGINE ROTATION
Flywheel markings
The flywheel is marked with numbered lines at 0°, 5°
BTDC, 10° BTDC, etc. There are two more. unnumbered
lines below the zero mark, the first of which represents
5° ATDC, The flywheel rotates counterclockwise when
viewed from the front of the car.
Dec. 1975 SAAB 342-13
Page 272
DISTRIBUTOR, FUEL INJECTION ENGINE
General
The distributor is of Bosch type. In addition to centrifu-
gal and vacuum regulating devices it has two pairs of im-
pulse contacts mounted on the bottom of the distributor
housing. The function of these contacts, which need no
maintenance, is to supply the electronic control system
with information on engine speed and when injection
begins.
Removing and installing the distributor
Removing
The procedure is the same as already described for car-
buretor engines.
Instafling
1. Turn the crankshaft to ignition point for cylinder
No. 1. (See group 0, basic ignition advance.)
2. Turn the rotor arm to the position for mounting (see
illustration) and mount the distributor. As the distri-
butor is inserted into the engine the rotor arm turns
counterclockwise; when the distributor is fully in-
serted, the marks on the distributor housing and ro-
tor arm should be in line with each other.
POSITION OF ROTOR ARM PRIOR TO MOUNTING
For the rest of the installing procedure, see under “’ Distri-
butor,, carburetor engine”.
342-14 SAAB
Reconditioning the distributor
(distributor removed from car)
NOTE
The breaker plate, the distributor shaft and the me-
chanical ignition advance mechanism can not be re-
moved on model 1974. Renovation of these distri-
butors can only be done partly.
Dismantling the distributor
N
10.
11.
12.
13.
Remove the rotor arm.
Disconnect the breaker arm lead.
Undo the condenser retaining screw and remove
the condenser together with the lead.
Take the lock ring off the bearing pin of the regu-
lator.
Undo both retaining screws of the vacuum regu-
lator and remove the regulator.
Unscrew both the spring clips holding the distri-
butor cap.
Lift the breaker plate.
Undo the retaining screws of the impulse contact
holder and take out the contact unit.
Knock the cotter pin out of the drive gear using
an 0.12” (3 mm) drift.
Pull off the gear. Save the shims.
Lift the complete shaft assembly up and out. Re-
member the shims above the top bushing.
Undo both the spiral springs from the advance
mechanism.
Push the cam off the centrifugal advance weights
using two screwdrivers.
$3082
REMOVING THE BREAKER CAM
Dec. 1975
Page 273
14. Remove the felt lubricating pad, lock ring and
wearing washer from the breaker cam.
15. Push the leaf spring out of the hole in the contact
holder and remove the breaker arm.
16. ‘Remove the retaining screw from the fixed breaker
contact.
17. If necessary, push out the bushings as follows:
Remove the lubricating pad between the bushings
with a chisel or similar, Turn the housing upside
down and press the bottom bushing through the
housing, using a suitable drift, so that the bottom
bushing displaces the top bushing.
18. Inspect and clean all parts, renewing as necessary.
IGNITION ADVANCE MECHANISM
1, Lubricating pad 7. Lock ring
2. Lock ring 8. Governor weight
3. Wearing washer 9. Spacer washers
4, Breaker cam 10, Distributor shaft
5. Spacer ring 11, Shims
6. Spiral spring 12, Fiber washer
Assembling
1. Soak the bearing bushings in warm oil before fitting,
then press in the top bushing against the stop in
the distributor housing.
2. Oil the lubricating pad and place it in the distri-
butor housing. Press in the bottom bushing until
it is flush with the distributor housing.
3. Oil the distributor shaft, put on the breaker cam,
and hook in both spiral springs.
4, Fit the wearing washer and lock ring to the breaker
cam, pushing on the lock ring with a tube (ID 0.24’/
6 mm, OD 0.315’/8 mm, length about 2/50 mm).
5. Put in the lubricating pad and oil it.
6. Oil the distributor shaft. Put on the shims and
fiber washer (the same ones previously removed)
and insert the shaft in the housing.
7. Mount the shims, fiber washer and drive gear, using
enough shims to give an axial play, measured with
a feeler gauge, of 0.004’’—0,012” (0.1—0.3 mm) in
the shaft. Knock in the cotter pin. The distributor
shaft must be properly supported during this opera-
tion.
eit 5
0°
$3084
DISTRIBUTOR DRIVE GEAR WITH SHIMS AND FIBER
WASHER
1. Gear
2. Cotter pin
3. Shims
4. Fiber washer
5. Distributor housing
8. Insert the breaker plate in the distributor housing
(the spring with the ball must face the primary con-
nection).
9. Screw on the spring clips.
10. Put in the fixed breaker contact or breaker unit and
insert the retaining screw but do not tighten it hard.
11, Lubricate the bearing pin and bushing on the break-
er arm with Bosch Ft 1 v 22 grease.
12. Engage the breaker arm leaf spring in the hole in
the contact holder. The contact surfaces should be
Parallel to each other. Correct any misalignment by
using spacers or adjusting the fixed breaker contact.
13. Coat the breaker cam and fiber block with Bosch
Ft 1 v 4 grease.
14, Rotate the distributor shaft until the breaker arm
is lifted right clear of the fixed breaker contact.
Insert the screwdriver between the two adjusting
studs and the slot and turn it to adjust the contact
gap. Tighten the retaining screw and then recheck
the gap.
15, Fit the impulse contacts.
16. Hook the regulating arm of the vacuum regulator
on to the bearing pin and secure with the lock ring.
17. Secure the vacuum regulator with both retaining
screws.
18. Insert the condenser connecting piece in the distri-
butor housing and screw on the condenser.
19. Connect the breaker arm lead.
20. Mount the rotor arm.
Dee, 1975 SAAB 342-15
Page 274
Changing breaker contacts (distributor in place in car)
The procedure is much the same as for carburetor engines
— see the relevant section.
NOTE
Cam angle and ignition timing settings are not the
same for injection engines as for carburetor engines
— see group 0.
Changing the condenser
This is easier to do if the distributor is removed. Undo
the condenser retaining screw and disconnect the con-
denser lead, then fit the new condenser.
Changing the vacuum regulator (distributor in place in car)
1. Take off the distributor cap and rotor arm.
2. Remove the lock ring from the bearing pin of the re-
gulating arm.
3. Undo the retaining screws. The regulator can then be
lifted off.
Assemble in the reverse order.
Checking and setting the ignition point
See under “Distributor, carburetor engine’’.
NOTE
Cam angle and ignition timing settings are not the
same for injection engines as for carburetor engines
— see group 0.
Changing the distributor cap
See under “Distributor, carburetor engine’.
342-16 SAAB
Remove the distributor.
Undo the vacuum regulator retaining screws.
Remove the retaining screws from the contact set.
. Lift the vacuum regulator slightly and take out the
contact set.
1?
2
3.
4
Assemble in the reverse order.
NOTE! Before fitting the new contact set, lubricate the
cam followers on both contact arms with Bosch Ft 1v 4
grease. Do not adjust the contacts in any way.
REMOVING THE IMPULSE CONTACTS
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.
The contact pressure must be checked with a spring balance
secured opposite the breaker arm contact.
Pressure too low — the contacts bounce
Pressure too high — undue wear on cam fender and cams
NOTE
1. The distributor rotates at half the speed of the
engine.
2. The camshaft angle is half the crankshaft angle.
If the distributor is tested 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 due to engine vibration.
Dec, 1975
Page 275
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Page 278
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Page 279
SPARK PLUGS
Changing spark plugs
Removing
1. Pull off the ignition cable.
2. Clean the cylinder head round the plug by blowing.
3. Unscrew the spark plug.
Installing
1. Screw in the plug by hand.
2. Tighten with a spark plug wrench to 25—29 Nm (18—
21 ft.lb., 2.5—3.0 kpm) torque.
3. Attach the ignition cable.
eel . SAAB
Inspecting spark plugs
(removed from cylinder head)
1. Clean the spark plug by sandblasting.
2. Check the electrode gap and adjust if necessary by
bending the side electrode.
3. Test the plugs under pressure in a test apparatus.
Page 280
INTERFERENCE SUPPRESSORS
Installation kits for Blaupunkt and Philips car radios are
available. These kits include all components for fitting
the radio set as well as the necessary interference suppress-
ing components.
Carburetor engines are delivered with suppressed ignition
cables while injection engines have both ignition cables
and rotor suppressed. Concerning resistance values, see
group 0.