Installing a Hot-Spark Electronic Ignition Kit in a BOSCH distributor
Contents
1. If you can still turn the rotor independently of the distributor shaft the magnet sleeve is not seated all the way down Be sure that the indentations inside the magnet sleeve line up with the lobes of the distributor cam turn the magnet sleeve on the distributor shaft until you can feel it line up 10 Adjust the two Hot Spark ignition wires so that they have plenty of slack inside the distributor and they re not rubbing on any moving parts 11 Install the distributor cap and reinstall the distributor Be sure that the anti chatter spring is in place in the distributor drive gear in the bottom of the distributor shaft hole 12 The Hot Spark module s red wire connects to positive or 15 on Bosch coil The black wire connects to negative or 1 on Bosch coil DO NOT reverse the polarity of these wires or the ignition module will be destroyed 13 Check all wire connections including the two Hot Spark wires and the spark plug and coil high tension wires If you need to extend the length of the wires use 18 or 20 gauge wire We recommend soldering all splices and connections if you can or crimp all connections tightly Make doubly sure that all wires are connected to the proper terminals etc before reconnecting the battery or turning the ignition switch to the ON position Make sure that all connectors are snug Timing You can set the timing statically to about 0 TDC at first so that the engine will start Start the engi2. The Volvo Penta distributor uses an 8mm 5 16 O D round rubber grommet You ll have to cut the spade connectors off the two ignition wires Pass the wires from the inside of the distributor out through the round hole in the side of the distributor body and then through the round rubber grommet Seat the grommet in the hole Crimp or solder new 4 6 37mm female quick connect terminal connectors onto the ends of the wires Typically a purple wire goes to the condenser on the Volvo Penta distributor When installing the Hot Spark ignition remove the points and condenser and tape off the purple wire as it will no longer be used Cleaning lubricating and checking Lubricating You likely won t have the distributor out of the engine again for some time So now is a good time to lubricate under the vacuum advance plate the distributor shaft and its bushing and the swinging centrifugal advance weights in the bottom of the distributor You can access the centrifugal advance weights easily by removing the curved plug on the outside of the distributor near the bottom A somewhat sharp flat bladed putty knife is handy for prying off this plug A small amount of heavy oil such as 90W hypoid synthetic heavy transmission oil or heavy motor oil works well for lubricating the distributor Don t use a thin solvent such as WD 40 for lubrication as its lubricating qualities won t last for long Apply a few drops of oil to the felt wick under t
3. each having its own set of notches timing marks in different places relative to TDC very confusing Like the distributor the pulley may have been swapped out several times over the years so you don t know what the notches on it mean It s possible to find TDC and other degree positions on a mystery VW pulley it s a tedious process though It s much easier to replace an old Type I VW engine s mystery crankshaft pulley with an aftermarket aluminum pulley of stock diameter with degree markings etched on it Not only does it make setting the timing much easier it s also handy for checking valve clearance etc Warning Using an aftermarket pulley of smaller than stock diameter causes slower spinning of the engine s squirrel cage fan reducing the volume of air cooling the engine possibly resulting in overheating and premature engine failure These smaller diameter pulleys are often marketed as Hi Performance or Power pulleys They are okay for racing use where the engine is always run at high RPM levels For daily driving we recommend a stock sized pulley for better engine cooling Timing the Bosch 009 or 050 Centrifugal Advance Distributor VW or Porsche only Use a stroboscopic timing light and tach dwell meter or tachometer regardless of whether the distributor is equipped with points or an electronic ignition module Static timing at around 0 TDC is suitable only for the initial adjustment in or
4. module fastened to the distributor s breaker plate bend the top red part of the ignition module away from the magnet sleeve slightly to widen the gap a little Don t pry against the plastic magnet sleeve it may break Note when making adjustemts do not over tighten these nuts apply no more than 5 ft lbs of torque Use a nut driver not a socket wrench Ignition Timing Set the ignition timing with a stroboscopic light to the distributor s factory specification The difference in distributor position with points vs electronic ignition can be as much as 30 degrees or so clockwise or counterclockwise so you ll definitely have to reset the timing Example of Hot Spark kit in a Bosch 009 non vacuum advance distributor 2 1 Turn off the ignition switch and or remove the ground strap from the battery Though not absolutely necessary it is probably easiest overall to remove the distributor from the car before installing the Hot Spark module If the contacts in the inside of the distributor cap are worn or damaged replace the distributor cap Replace the rotor if it s worn 2 Remove distributor cap leaving the plug wires in place unless replacing the distributor cap as well 3 Remove points condenser and the condenser s wire from the vehicle If there is a wire that used to go to the condenser tape it off as it will no longer be used Because the Hot Spark kit does not modify the distributor the points and condenser
5. timing if you change the spark plug gap Using Hot Spark Ignition with MSD Blaster Refer to this diagram to use the Hot Spark Ignition with the MSD Multiple Spark Discharge Blaster Hot Spark Red Wire Hot Spark Black Wire Hot Spark Ignition and MSD 6 Series Wiring Diagram Hot Spark with MSD 6 Series Volvo 1800 with tachometer Refer to this diagram to use the Hot Spark Ignition with the Volvo 1800 Tachometer Wiring the Hot Spark Ignition with the Volvo 1800 Tach Red Wire from Hot k se White Wire going to Tach Coil with minimum 1 5 Ohms Q primary resistance Hot Wire Red Wire Black Wire from from from Ignition Tach Hot Spark Switch Module Limited Warranty Hot Spark Ignition Products warrants its electronic ignition conversion kits to be free from defects in material and workmanship under normal use and if properly installed for a period of three years from date of purchase If found to be defective as mentioned above it will be replaced or repaired if returned prepaid along with proof of date of purchase Warranty shall be null and void if it is determined that said electronic ignition conversion kit has been connected improperly if it is used with an ignition coil which has insufficient resistance in its primary circuit or if the polarity of the electrical wiring of the ignition kit has been reversed This shall constitute the sole remedy of the purchaser and the sole liab
6. very well insulated from the end of the high tension cable or many thousands of volts could course through your body Have a helper crank the engine while you watch the spark produced A weak coil will produce an anemic yellowish or orange spark it might fire only when the cable is moved close to the crankcase or it won t fire at all A healthy coil will produce a bright bluish white spark with a loud distinct CRACK sound If your coil doesn t produce a strong whitish bluish spark you should replace it Distributor Cap and Rotor Stock rotors and distributor caps work fine with the Hot Spark module A worn corroded or scored distributor cap and or rotor is often the cause of the timing jumping around erratically at idle With the Hot Spark electronic ignition installed in place of points several times as much voltage surges through the rotor to the distributor cap terminal contacts While the rotor and distributor cap may have functioned alright with points the increased strain of double the voltage may be too much for the old worn rotor and distributor cap We recommend installing a new distributor cap and rotor when converting from points to electronic ignition Spark Plug Gap With the Hot Spark ignition kit the stock spark plug gap specification is fine For racing purposes you can increase the spark plug gap by about 005 inches or 12 mm Be aware that changing the spark plug gap can affect the timing you should recheck the ignition
7. OSSEA Lcurrion PRoBUCTS Installing a Hot Spark Electronic Ignition Kit in a BOSCH distributor NOTE Reversing the red and black ignition wires will destroy the ignition module and void the warranty The Hot Spark module s red wire connects to positive or 15 on Bosch coil The black wire connects to negative or 1 on Bosch coil Remove the condenser and its wire from vehicle Connect any other wires to the coil in their original positions This module is requires a 12V negative ground electrical system Make sure that the ignition wires have plenty of slack inside the distributor and are not rubbing on any moving parts If you need to extend the length of the ignition wires use 18 or 20 gauge AWG wire Crimp tightly or solder all connections to distributor cap Hot Wire Black Wire from from Ignition Hot Spark Switch Module Note Always make sure that engine oil level is on the full mark before revving the engine Prior to install After removal of the breaker points clean the distributor s breaker points plate thoroughly so that the ignition module s base plate makes good thermal contact with the distributor Coil to use Stock Bosch coil or HS1SHEC high energy coil OK Coil should have 1 5 Ohms or more primary resistance To measure primary resistance Label and remove all wires to coil Using a common digital multimeter in the 200 Q mode measure between coil s and terminals Allow a few seconds for the
8. You can locate the 7 5 BTDC spot on a stock VW Type I crankshaft pulley which has a 175 mm 6 895 in diameter by measuring clockwise to the right from TDC around the circumference of the pulley 11 45 mm 7 16 in Paint a small white mark here This is the point at which the centrifugal advance 009 and certain single vacuum dual advance SVDA distributors their vacuum canister has only one vacuum port are timed at idle Again refer to the official VW Service Manual for the proper timing specifications for the distributor used in your vehicle Volvo PENTA Marine engines with Bosch distributor Make sure that there s enough space between the ignition sensor and the magnet sleeve Sometimes the screw that attaches the distributor cap clip to the distributor body protrudes too far into the distributor crowding the ignition module too close to the magnet sleeve You ll probably have to add one or two extra washers to the distributor cap clip screw to keep the screw from sticking too far into the distributor Then loosen the set screw that holds the ignition module base plate Hold the ignition base plate away from the magnet sleeve slightly while retightening the ignition module set screw There should be a gap of about 0 8mm 030 in between the magnet sleeve and the ignition module although the exact gap is not critical To increase air gap slightly hold ignition base plate away from distributor shaft while tightening set screw
9. can be reinstalled at a later time 4 Install the screws that attached the condenser and its grommet back into their holes If the screws are now too long use a washer or two on the screws 5 Clean any grease or dirt thoroughly from the distributor s points cam and the breaker points plate 6 Insert the Hot Spark module s wires one at a time from the inside of the distributor out through the hole in the side of the distributor You can use a narrow flat bladed screwdriver to gently push the edges of the grommet from the inside of the distributor Gently pull and rock up and down and side to side the rubber grommet halfway through the hole until it seats 7 Apply a very thin coat of the included thermal transfer grease to the bottom of the ignition base plate Place the Hot Spark module s bottom plate onto the distributor s breaker plate The peg should fit snugly into the hole in the breaker plate and the screw holes should line up The Hot Spark module s base plate should lie flat and snug on the distributor s breaker plate Insert the screw and tighten 8 Check to see if the vacuum advance is working properly by sucking on the vacuum canister port The breaker plate should move smoothly and freely 9 Press the magnet sleeve down on the rotor shaft Next install the rotor on top of the magnet sleeve The rotor should slide all the way down and lock into place so that it cannot turn independently of the distributor shaft
10. der to get the engine running To set the timing accurately you must use a stroboscopic light connected to No 1 cylinder s spark plug wire Set the timing with the engine running at 3 200 RPM so that the timing is fully advanced The 009 s timing should be set no further advanced than 30 BTDC at 3 200 RPM You can locate the 30 BTDC spot on a stock VW Type I crankshaft pulley which has a 175 mm 6 7 8 in diameter by measuring clockwise from top dead center around the circumference of the pulley 45 8 mm or 1 13 16 in Make a small white paint mark there That s about 30 BTDC Timing a Stock Air Cooled VW Vacuum advance Distributor A stock vacuum advance distributor should be timed with a stroboscopic light and tach dwell meter according to the specifications in the VW service manual For dual vacuum advance distributors with vacuum canisters having two vacuum ports You can locate the 5 ATDC spot on a stock VW Type I crankshaft pulley which has a 175 mm 6 7 8 in diameter by measuring counterclockwise from TDC around the circumference of the pulley 7 6 mm 5 16 in Paint a small white mark here This is about 5 ATDC the point at which the dual vacuum advance distributor its vacuum canister has two vacuum ports is usually timed at idle Refer to the official VW Service Manual for the proper timing specifications for the distributor used in your vehicle For SVDA single vacuum dual advance distributors
11. he rotor Clean up any excess oil or grease Vacuum canister check If your engine uses a vacuum advance distributor test the vacuum canister by sucking hard on its vacuum port The vacuum advance plate under the points should move counterclockwise and clockwise noticeably and freely when you do this repeatedly If you suck and then cover the vacuum port with your tongue the vacuum advance plate should stay in the same position until you lift your tongue If it drifts back before you lift your tongue the diaphragm is leaking and it won t advance the timing properly In that case you need to replace the vacuum canister or the entire distributor If the distributor is dirty and covered with gunk inside and out you may need to soak it in a solvent such as naphtha or kerosene don t allow solvent to leak into the vacuum canister remove the vacuum canister first After soaking and scrubbing with a stiff nylon brush rinse thoroughly with clean solvent dry with compressed air or allow to air dry and lubricate the shaft bushing advance weights and breaker advance plate Wipe up excess grease and oil If the vacuum advance plate still doesn t move freely you may need to replace the vacuum canister or replace the distributor Testing the Coil s Spark Begin with a fully charged battery Disconnect the high tension cable from the center terminal of the distributor cap Hold it about 10 mm 3 8 from the engine crankcase Be sure that you re
12. ility of Hot Spark Ignition Products To the extent permitted by law the foregoing is exclusive and in lieu of all other warranties or representations whether expressed or implied including any implied warranty of merchantability or fitness In no event shall Hot Spark Ignition Products be liable for special or consequential damages www Hot Spark eu 2007 Hot Spark Ignition Products
13. ne and tweak the timing until the engine runs by itself Time the engine with a stroboscopic light in the normal manner Although the initial timing can be set roughly final timing settings need to be set using a stroboscopic timing light This will probably be the last time you have to set the timing for a long time so it s worth it to spend the extra time and effort to set the timing absolutely spot on accurately An engine with its timing set to perfection will start with the slightest bump of the starter and purr like a kitten at idle something to make you feel good every time you start the engine Setting timing on VW s TDC Top Dead Center or 0 BTDC Before Top Dead Center ATDC After Top Dead Center It s hard to say which distributor an old air cooled VW actually has in place The original stock distributor could very well have been replaced with a different distributor over the years Bosch distributors for VW have a Bosch number stamped on their side similar to 0 231 xxx xxx Distributors may also have a VW number which is preceded by a VW and maybe an Audi symbol It s most useful to find the Bosch number and look up the timing specifications for that particular VW distributor here on http www oldvolkshome com ignition htm Finding Timing Marks on Type I VW Engine Beetle Ghia Thing pre 1972 Bus etc There are several different versions of stock crankshaft pulleys that came with Type I VW engines over the years
14. reading to settle downward until it stabilizes Subtract about 0 3 Ohms from the reading to compensate for multimeter s inherent resistance For best performance the coil should also have a minimum of 7 000 Ohms secondary resistance measured from coil s or terminal to center high tension terminal in the 20K mode of the Ohmmeter Note Do not use a low resistance coil such as the MSD or Accel coil they don t have enough primary resistance for this application Using a coil with too little primary resistance can cause the ignition module to overheat and fail thus voiding the warranty Test Maximum Charging System Voltage If the charging system voltage measured at the coil s positive terminal is more than 14 2 volts at 2 500 RPM the voltage regulator likely needs replacing Too much voltage can damage the ignition module and other electronic components Air Gap between Magnet Sleeve and Ignition Sensor The air gap should be approximately 0 8 mm 030 in although exact gap is not critical There should be sufficient gap to prevent the magnet sleeve from rubbing against the Hot Spark sensor If there s not a wide enough gap between the magnet sleeve and the ignition sensor you can on some kits adjust the distance On the kits that do not have this option you can hold ignition base plate towards the position it needs to be maoved while tightening the set screw If this is not enough you can try the following With the ignition
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