Rick ( snipped-for-privacy@rogers.com) wrote: : I don't think the distributor is "out" since it can only fit in in 2 ways. : The other way would be 180 degrees out and definitely not start the engine.
The common, but not universal, connecting of the distributor *shaft to the camshaft is by a 'blade' on the end of the distributor shaft. If the gear is not part of the distributor shaft, then the dist. shaft *blade fits into an extension shaft which has gear teeth which engage with a gear on the camshaft. In many cases, *that gear is free to be lifted far enough to disengage and then possibly move a tooth or more in either direction.
Not only that, the very common construction is such that the distributor
*body* can be rotated for the purpose of setting the timing. It would be an extremely unusual engine design that did not allow for this.
If you just engage the distributor shaft with no heed to the exact rotation of the body before clamping it, there is a very good chance that the timing is off.
[Some of this may not apply to VW - just talking basic principles.]
: It is possibly not timed exactly but this is minor compared with the problem : I am now having.
I disagree. I have seen many instances where incorrect ignition timing caused exactly the sort of symptoms you describe.
: I might take the drive sprocket off and replace it with : another one I have laying around and see if it makes a difference.
Making sure that the ignition timing is exactly on spec first would be a very easy thing to do - and just *might make the bigger job unnecessary.
: I'm really not sure where to look but I have to try something! : Thanks for the input, : Rick
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: > I am not that familiar with VW, as we have only owned one for the past 11 : > months and my expertise is 90% with British cars of the 1950 to 1970 range : > BUT : >
: > The flywheel is, in almost all engines, precisely located by dowel pins. : >
: > The "front" pulley / vibration damper, on the other hand, is located (as : > you describe) located with a 'key'. A key that is a tiny bit thin or : > keyways that are a bit worn - possibly from the center bolt not being : > adequately tightened at some time, or even a bit off spec in the : > manufacturing - can allow a bit of slack. This slack is greatly amplified : > by the distance to the rim of the wheel and could explain the (estimated) : > 7 mm offset at the rim as you describe. : > Again, not being familiar with the engine, I would doubt that the timing : > belt is the problem - mainly because you say that the cam pulley (tooth : > belt sprocket?) lines up with the proper mark. : >
: > I would be more in favor of the thought that the distributor drive might : > be a tooth off where it picks up its drive (from the camshaft?), except : > that you say that the rotor is pointing at #1. (How exact is this? Is the : > magnetic 'lobe' below the rotor pointing almost exactly at the magnetic : > pickup, or is it offset two or three degrees?) : >
: > As a side comment to an earlier suggestion, a four cylinder engine will : > usually run with one 'dead' cylinder but crossed plug wires would mean two : > dead and, while it is possible that it might start up, it would be : > extremely unusual for it to work anywhere near as well as you describe. : >
: > Ben F. : > 1984 VW Westfalia : >
: > ps. The next time I post here, I will probably be looking for some : > specific VW expertise - which I do not have.