Distributors for 1.1 / 1.3 liter engines of different years of manufacture may differ slightly - the main difference is in the method of attaching the upper bearing plate
NOTE: The operations described below regarding the contacts of the breaker and the capacitor apply only to contact breakers-distributors. The remaining operations apply to all types of distributors.
Access to the breaker contacts is opened after removing the metal protective shield (if installed), distributor cap, rotor and plastic protective screen (in the presence of), and (on engines 1.1/1.3 l) plates of the upper bearing of the distributor shaft. All types of distributors have a screen to suppress radio interference - before removing it, you will need to disconnect a short wire "masses". The bearing plate is fixed with two screws, the distributor cap with two spring clips, and the rotor is tightly mounted on the shaft.
NOTE: On later 1.1/1.3 l engine distributors, the upper bearing plate is not fixed with screws, but with a retaining ring. To remove the plate, remove the circlip using special circlip pliers.
Inspection of breaker contacts (pic. B:6 and B:7)
Pry the contacts apart with a screwdriver and inspect them. If the contacts are burned or deformed by erosion (formed on one of them "peak", and on the other "crater"), it is recommended to replace them with new ones. In extreme cases, it is allowed to clean the contacts (cut down "peak" thin file or sandpaper), then adjust the gap between them as described below.
If the contacts turn blue due to overheating, this indicates a possible malfunction of the capacitor. The capacitor should be replaced at the same time as the contacts.
Breaker contact gap check
The gap between the breaker contacts can be measured either directly (Ah, fig. B:6 and B:7) using a flat probe, or by measuring the angle of the closed state of the contacts (UZSK). UT measurement usually does not require removal of the cover and distributor rotor and gives more accurate results, since the measurement result does not depend on the shape of the contacts (i.e. from the presence on them "crater" And "peak"). Relatively inexpensive UT instruments are commercially available; in addition, many digital tachometers can perform the functions of an ultrasonic measuring instrument.
NOTE: On a 1.1/1.3 l engine distributor, when measuring the contact clearance, the distributor upper bearing plate must be installed in place, otherwise incorrect clearance values are obtained due to the large radial displacement of the shaft. There is a cutout in the plate for inspection and adjustment of the contacts.
Measure the gap with a feeler gauge in the following order:
Remove the distributor cap and rotor. Turn the engine in the direction of normal rotation so that the moving contact block is installed on one of the tops of the distributor shaft cam, and the contacts are separated to the maximum distance. Insert a probe of appropriate thickness between the contacts (see section "Technical data"). If the gap is correct, the probe should fit tightly between the contacts, but it should be easy to move, leaving the contacts motionless. If necessary, adjust the contacts as described below.
NOTE: If on one of the contacts, due to electrospark erosion, a "peak", then the probe must be inserted between the edges of the contacts in order to obtain the correct result. In this case, it is better to measure the USO.
It is not necessary to remove the distributor cover to measure UZSK using a special device. Attach Red (+) UZSK meter wire to negative ("-" or "№1") the output of the ignition coil connected to the distributor, and the black (-) wire - to "mass" car (e.g. to ignition coil bracket) - see fig. B:8. Start the engine in idle mode and make sure that the readings of the device correspond to the UZSK value specified in section "Technical data".
Remember that the larger the gap between the contacts of the breaker, the smaller the UZSK, and vice versa (pic. B:9).
To check the general condition of the distributor, carry out one more UZSK measurement at an engine speed of 2000 rpm. If the result differs from the previous one by more than 3°in any direction, then the distributor shaft bushings are heavily worn, or the cam tops are worn unevenly.
Breaker contact adjustment (pic. B:10 and B:11)
When installing new contacts, adjust the initial clearance using a flat feeler gauge. It is recommended to set the maximum allowable gap value (or the minimum allowable value of UZSK), because due to wear of the moving contact pad, the gap decreases over time (UZSK - increases).
In case the gap (UZSK) does not match the section "Technical data", adjust the contacts in the following order:
1. Turn the crankshaft in the direction of normal rotation so that the movable contact block is installed on one of the tops of the distributor shaft cam, and the contacts are separated by the maximum distance.
2. Loosen the locking screw of the fixed contact of the breaker (B, fig. B:6 and B:7).
Using a screwdriver inserted into the adjustment slot (pic. B:10 and B:11), move the fixed contact to increase or decrease the gap. If the gap is correct, the probe should fit tightly between the contacts, but it should be easy to move, leaving the contacts motionless. Tighten the set screw and measure the gap between the contacts again.
4. Measure the breaker contact gap at each of the tops of the cam. If the gap values vary greatly due to uneven cam wear, the distributor or cam must be replaced.
5. If possible, check the value of the USV and, if necessary, repeat the adjustment. If the UZSK turns out to be too large, the gap between the contacts should be increased, if the UZSK is small, the gap should be reduced.
6. After adjustment of contacts check up and adjust the initial moment of ignition.
Replacing breaker contacts (pic. B:6 and B:7)
1. Disconnect the connector from the connection block on the distributor wall (E, fig. B:6 and B:7).
2. Loosen the screw securing the contacts and remove the contacts together with the screw.
3. Wipe the new contacts with methanol to remove any remaining grease from them. Before installing the contacts, apply a very thin layer of universal grease to the axis of the moving contact and the cam surface of the distributor shaft. Apply two or three drops of liquid oil to the felt felt at the end of the distributor shaft. Check/adjust gap between breaker contacts.
After lubrication, make sure that oil or grease does not get on the contact surfaces. If necessary, wipe the contacts with gasoline or methanol.
Capacitor
If the breaker contacts are severely eroded, burnt or discolored, this indicates a possible capacitor failure. The result of such a malfunction may be a decrease in the energy of the spark on the candles, as a result of which interruptions in operation and loss of engine power are possible.
The best way to check the capacitor is to replace it with a known good one.
The condenser is located on the outside of the distributor body. To remove the capacitor, disconnect its wire from the insulated connection block and unscrew the mounting screw.
Checking the centrifugal ignition timing regulator
Check the operation of the centrifugal regulator with a stroboscope, directing the beam of its lamp to the alignment mark of the crankshaft pulley with the engine running (pic. B:13).
With the gradual opening of the throttle valve, the mark on the crankshaft pulley should smoothly move away from the fixed pointer in the direction opposite to the direction of rotation of the pulley. When the throttle is closed, the mark should return to its original position. If the pulley mark moves in jerks, then this indicates a jamming of the regulator weights. If the mark fluctuates, then we can assume a weakening or breakage of the regulator springs, as well as a large wear of the distributor shaft bearings.
To inspect the centrifugal regulator, remove the plate with the breaker contacts. In many cases, cleaning and lubricating the springs, weights, and other parts is enough to restore normal operation of the regulator.
Vacuum regulator
To check the vacuum regulator, the easiest way is to disconnect the vacuum tube from the carburetor and apply a vacuum to it, sucking in air with your mouth and at the same time watching the vacuum regulator rod, which should move by turning the plate at a certain angle (distributor cap must be removed). With a sharp removal of the vacuum, the breaker plate should click back to its original position.
If the plate returns to its original position slowly, then it can be assumed that the mechanism is dirty or the return spring is broken. If the regulator does not work when vacuum is applied, the diaphragm may be damaged.
NOTE: Some distributors are equipped with a double-acting vacuum regulator, which can not only increase, but also decrease the ignition timing - for this it has two vacuum chambers on both sides of the diaphragm. In this case, you should check the operation of the regulator in both directions, applying a vacuum first to one and then to the other branch pipe.
Distributor cap, rotor, high voltage wires and ignition coil
Wipe the distributor cap inside and out with a clean cloth, paying special attention to the space between the metal contacts (pic. B:12). Make sure the contacts are not damaged by erosion. Make sure that there are no sparks on the surface of the cover, which look like thin black zigzag lines due to sparks between the contacts of high voltage wires. Such marks usually cannot be removed, so the damaged cap should be discarded and replaced with a new one. Check the condition of the carbon brush in the center of the distributor cap.
Clean the rotor and carefully inspect it for possible damage or excessive contact erosion. Make sure the rotor is firmly seated on the distributor shaft.
Clean the ignition coil cover and carefully inspect it for damage and sparks.
Remove dirt and grease from high-voltage wires and check the integrity of their insulation. Be convinced of reliability of contact of wires with the coil, the distributor and spark plugs. Check the integrity of the protective caps.
Ignition distributor lubrication
Electronic ignition control valves do not require lubrication for maintenance, however, the contact-type switch-distributor must be lubricated at each contact inspection and adjustment.
1. Apply a light coat of multipurpose grease to the surface of the shaft cam (D, fig. B:6 and B:7).
2. Lubricate the centrifugal governor mechanism. To do this, it is convenient to use a special oil in an aerosol can with a flexible nozzle. The nozzle should be inserted into the distributor through cutouts in the upper bearing plate and the interrupter plate. Make sure that oil does not get on the breaker contacts.
Setting the ignition timing
On engines with a contact breaker, set the initial ignition timing after service (cleaning, checking or replacing) breaker contacts and UZSK adjustment. In addition, the ignition timing should be adjusted in all cases when the distributor has moved, regardless of the type of ignition system. It is important that before setting the ignition timing, the gap between the contacts (UZSK) has been correctly adjusted.
The ignition timing can be set most accurately using a stroboscope, although an approximate setting can be made without it - see chapter "Engine electrical equipment".
Warm up the engine, disconnect the vacuum regulator hose, then attach a stroboscope and tachometer to the ignition system. There are many different designs of these devices, differing in power sources and connection methods, so they should be connected in accordance with the manufacturers' instructions.
The principle of operation of the stroboscope is as follows: the sensitive element of the stroboscope is connected to the spark plug wire of cylinder No. 1 (pic. B:13), and at the time of passage of current through the wire (therefore, at the time of the formation of a spark in the cylinder) sends out a pulse that causes the strobe lamp to flash briefly. If the light of the lamp is directed to the crankshaft pulley, it will illuminate it only at the moments of flashes in cylinder No. 1, while the pulley mark will always be in the same place relative to the fixed pointer. Since the flashes occur more than ten times per second, the eye of the observer sees the pulley only at the moment when it is lit, so it seems that the 4, mark on the pulley is stationary. The visible position of the mark relative to the pointer shows the actual ignition timing at the moment.
If the mark is poorly visible, it should be highlighted with white paint before starting the test. On fig. B:14 and B:15 (engines 1.1/1.3) shows two versions of mounting marks and pointers corresponding to 10°and 5°to TDC, respectively. On engines 1.5/1.6/1.8 (pic. B:16) the alignment mark is applied on the flywheel and is visible through a special hole closed with a screw plug. On fig. B: 16 shows the alignment of the marks at TDC and 7.5 / 9°before TDC.
Remember that with an increase in engine speed, the ignition timing changes due to the operation of the centrifugal regulator, therefore, when adjusting the initial ignition timing, it is necessary to maintain the specified in section "Technical data" engine rotation speed. In addition, disconnect and plug the vacuum regulator tube.
If a tachometer is not provided on the instrument panel, use a portable tachometer to measure engine speed. Connect the tachometer to the ignition low voltage circuit as follows:
Positive (red) connect the tachometer wire to the negative ("-" or "№1") terminal of the ignition coil, and the negative (black) wire - to "mass" car. If the ignition coil terminals are covered by the plastic housing of the connector, insert a piece of wire or a thin screwdriver into the connector and attach the tachometer wire to it (pic. B:8).
Start the engine and set the idle speed. Point the strobe lamp at the crankshaft pulley alignment mark and pointer (fig.B:13). The label must be in a stable position relative to the pointer.
When the ignition is correctly installed, the mark should align with the pointer - see section "Technical data". If the marks do not match, loosen the distributor mounting bolts (pic. B:17 or B:18) and carefully rotate its body until the marks line up. The direction of rotation of the rotor and the order of operation of the cylinders are shown in fig. B:19 and B:20. To increase the ignition timing, the distributor should be turned towards the direction of rotation of the rotor, and to decrease it - in the direction of rotation.
After completing the adjustment, carefully tighten the bolts and check the ignition timing again. Increasing the engine speed, check the operation of the centrifugal governor. Don't forget to reinstall the vacuum regulator hose.
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