Contents - Volkspage

Engine in-car repair procedures 2A.3
in the form of a small cut-out , however if the
terminal is not marked, follow the HT lead
from the No 1 cylinder spark plug back to the
distributor cap (No 1 cylinder is at the timing
belt end of the engine) and using chalk or a
pen (not a pencil, as the graphite will conduct
electricity), place a mark on the distributor
body directly under the terminal.
10 Remove the distributor cap, as described
in Chapter 5B
11 Disconnect the HT leads from the spark
plugs, noting their order of connection.
12 To bring any piston up to TDC, it will be
necessary to rotate the crankshaft manually.
This can be done by using a wrench and
socket on the bolt that retains the crankshaft
pulley (refer to the following sub-Section for
more detail).
13 Rotate the crankshaft in its normal
direction of rotation until the distributor rotor
arm electrode begins to approach the No 1
terminal marking made on the distributor
Remove all four spark plugs;
the lack of cylinder
compression will make the
engine easier to turn; refer
to Chapter 1 for details.
14 Carry out the following operations:
a) Refer to Chapter 4A or B (as applicable)
and remove the air cleaner assembly, to
improve access.
b) Refer to Chapter 1 and remove the
auxiliary drivebelt.
15 Prise open the clips and lift off the upper
section of the outer timing belt cover to
expose the timing belt sprockets beneath.
Where applicable, remove the dipstick tube
and engine earth lead, if they are secured to
the timing belt cover.
16 Identify the timing marks on both the
camshaft sprocket and the inner section of
the timing belt cover. Continue turning the
crankshaft clockwise until the these marks are
exactly aligned with each other. At this point,
identify the timing mark on the crankshaft
pulley and check that it is aligned with the ‘0’
marking on the lower section of the timing belt
cover (see illustration). Note: On engine
2.16 Camshaft sprocket (A) and
crankshaft pulley (B) timing marks
code PY, the ‘0’ marking stamped on the
edge of the crankshaft pulley must be aligned
with the pointer on the inner timing be/t cover.
17 Check that the distributor rotor arm
electrode is now aligned with the No 1
terminal mark on the distributor body. If it
proves impossible to align the rotor arm with
the No 1 terminal whilst maintaining the
alignment of the camshaft timing marks, refer
to Chapter 5B and check that the distributor
has been fitted correctly. Note: The basic
ignition advance setting may mean that the
centre of the rotor arm electrode does not line
up exactly with the No 1 terminal marking
18 When all the above steps have been
completed successfully, the engine will be set
to TDC on cylinder No 1.
Caution: If the timing belt is to be
removed, ensure that the crankshaft,
camshaft and intermediate shaft
alignment is preserved by preventing the
sprockets from rotating with respect to
each other.
Setting engine to TDC on No 1
cylinder - timing belt removed
19 This procedure has been written with the
assumption that the timing belt has been
removed and that the alignment between the
camshaft and crankshaft has been lost, for
example following engine removal and
overhaul.
20 On all the engines covered in this manual,
it is possible for damage to be caused by the
piston crowns striking the valve heads, if the
camshaft is rotated with the timing belt
removed and the crankshaft set to TDC. For
this reason, the TDC setting procedure must
be carried out in a particular order, as
described in the following paragraphs.
21 Before the cylinder head is refitted, use a
wrench and socket on the crankshaft pulley
centre bolt to turn the crankshaft in its normal
direction of rotation, until all four pistons are
positioned halfway down their bores, with
piston No 1 on its upstroke -i.e. 90° before
TDC.
22 With the cylinder head and camshaft
sprocket now fitted, identify the timing marks
on both the camshaft sprocket and the inner
section of the timing belt cover (refer to
illustration 2.16).
23 Turn the camshaft sprocket in its normal
direction of rotation until the timing marks on
the sprocket and timing belt inner cover are
exactly aligned. Keep the camshaft in this
position and prevent it from moving.
24 Temporarily refit the crankshaft auxiliary
belt pulley, then identify the timing marks on
the edge of pulley and the timing belt cover.
Using a socket and wrench on the crankshaft
sprocket retaining bolt, turn the crankshaft
through 90° (quarter of a turn) in its normal
direction of rotation, to bring the timing marks
into alignment (refer to illustration 2.16)
25 Check that the distributor rotor arm
electrode is now pointing roughly at the No1
cylinder terminal marking on the distributor
body. If this is not the case, refer to Chapter
5B and check that the distributor has been
fitted correctly. Note: The basic ignition
advance setting may mean that the centre of
the rotor arm electrode does not line up
exactly with the No 1 terminal marking.
26 When all the above steps have been
completed successfully, the engine will be set
at TDC on cylinder No 1. The timing belt can
now be fitted as described in Section 4.
Caution: Until the timing belt is fitted,
ensure that the crankshaft and camshaft
alignment is preserved by preventing the
sprockets from rotating with respect to
each other.
1 When engine performance is down, or if
misfiring occurs which cannot be attributed to
the ignition or fuel systems, a compression
test can provide diagnostic clues as to the
engine’s condition. If the test is performed
regularly, it can give warning of trouble before
any other symptoms become apparent.
2 The engine must be fully warmed-up to
normal operating temperature, the battery
must be fully charged, and all the spark plugs
must be removed (refer to Chapter 1). The aid
of an assistant will also be required.
3 Disable the ignition system by
disconnecting the ignition HT coil lead from
the distributor cap and earthing it on the
cylinder block. Use a jumper lead or similar
wire to make a good connection.
4 Fit a compression tester to the No 1
cylinder spark plug hole - the type of tester
which screws into the plug thread is
preferable.
5 Have an assistant hold the throttle wide
open, then crank the engine on the starter
motor; after one or two revolutions, the
compression pressure should build up to a
maximum figure, and then stabilise. Record
the highest reading obtained.
6 Repeat the test on the remaining cylinders,
recording the pressure in each. Keep the
throttle wide open.
7 All cylinders should produce very similar
pressures; a difference of more than 2 bars
between any two cylinders indicates a fault.
Note that the compression should build up
quickly in a healthy engine; low compression
on the first stroke, followed by graduallyincreasing
pressure on successive strokes,
indicates worn piston rings. A low
compression reading on the first stroke, which
does not build up during successive strokes,
indicates leaking valves or a blown head
gasket (a cracked head could also be the
cause). Deposits on the undersides of the
valve heads can also cause low compression.
8 Refer to the Specifications section of this
Chapter and compare the recorded
compression figures with those stated by the