1973 OPEL 1900 engine oil

19- 12 1973 OPEL SERVICE MANUAL :ConditionPosiible CauseCorrection4. Voltage drop.1. Check wiring and wiring
connections.
5. Overrun&g clutch slips.1. Replace overrunning clutch.
The cranking motor keeps
on rotating after ignition
switch is off.1. Ignition
{witch does not
cut off or solenoid switch
sticks.
1, Immediately disconnect cranking
motor cable from battery. Inspect
and/or replace or repair ignition and
solenoid switches as required.
The drive pinion does notdemesh after engine has
been cranked.1. Drive pinion or ring gear
1. Clean components as specified.
teeth clogged or flattened.Replace as required.
Return spring slack or broken.MAlNTEilANCE AND ADJUSTMENT
/
STARTING SYSTEM CHECKS
Voltage Loss ChecksWhen the starter cranks too slowly, check the bat-
tery state of charge and all electrical connections
between the battery and starter.
1. Turn on headlights and
opera’te starter. If head-
lights dim considerably when starter is engaged, the
battery may be discharged or be defective. Check the
battery.
2. If the headlights stay bright but the starter d&s
not turn over, the starter cables may be faulty or the
starter defective.
(a) Test battery voltage while cranking engine
1(9volts minimum).
(b) Check voltage from starter tkrminal of solenoid
to starter frame while cranking engine.
3. The difference in readings taken in Operations 2a
and 2b above represents the
volt& drop through the
cables and solenoid switch. Voltdge drop should
Gotexceed
.5 volt.
4. Locate excessive resistance as follows:
(a) Turn voltmeter to scale above 12 volts and con-
nect voltmeter leads
across connection or switch: to
be checked.
(b) With starter switch closed, turn voltmeter switch
to lowest scale and take reading as quickly as possi-
ble, then turn switch back to higher scale and stop
cranking engine.(c) Voltmeter must not read more than
.2 volt across
any
c:onnection. If voltmeter reads more than .2 volt,
the
d~efect must be corrected.
Starter Current Draw - Lock Test1. Make sure battery is fully charged and in good
condition.
2. Connect a volt ampere starter tester according to
manufacturer’s instructions.
3. Pull parking brake on securely, shift transmission
into 4th (direct) gear and actuate starter. (Starter will
not
t,urn engine because engine is locked through
transmission.)
4. While starter is actuated, read voltage and current.
Refer to Specification Chart.
(a) Voltage low
_ poor battery or a voltage loss in the
starter circuit.
(b) Current high
- short circuit in starter. Overhaul
starter.
(c) Current low
- commutator dirty, brushes worn,
solenoid switch contacts defective or open circuit in
starter. Overhaul starter.
Starter Current Draw. On Car1. Bring engine to normal operating temperature.
2. Stop engine and disconnect coil wire from dis-
tributor.
3. Ground coil wire to prevent excessive coil voltage
build up.

STARTING SYSTEMlB- 13
4. Connect test equipment and, with transmission in
neutral, turn engine over until voltage stabilizes.
Note read.ings.5. Current draw should be between 90-130 amperes.
I3. Remove end frame from field frame and pull both
insulating tubes out of field frame.
4. To prevent brushes from coming out when remov-
ing the field frame, place a 29 millimeter socket over
commutator while lifting up on the field frame. The
brushes will be held in place by the socket. See FigurelB-4.
STARTER
:OVERHAULStarter
R&~moval1.
Dixon&t starter wiring.
2. Remove starter support bracket.
3. Removk two starter bolts, one nut and lockwash-en.
4. Removi starter.
Starter
Di+assembly1. Hold starter in a vise, as shown in Figure
lB- 3.
Mark end’ frame and field frame to ensure correctinstallatioli of parts on reassembly.
rTHRU BOLTS7Figure
18-4 Removing Field Frame
5. Remove the two (2) solenoid attaching screws and
remove solenoid and spring.
Figure 1 B-3 Cranking Motor in Vise
2. Remove both starter through bolts and field coil
end from solenoid switch lower threaded bolt. See
Figure lB13.Figure
lb5 Driving Retaining Ring Back

lB- 16 1973 OPEL SERVICE MANUAL
8. Making sure that brush holder is aligned at right
angles to the
field frame, rivet brush holder to field
frame. See Figure
lB-14.
RIVET
Figure 18.14 Riveting Brush Holder to Frame i
Replacing Bushings
If sintered bronze bushings in. commutator ehd
frame and drive housing are worn, they must be
replaced. Soak new bushings in engine oil for at least
half an hour prior to installation. Press out old bush-
ings and press in new bushings. See Figure
lB-15.
Figure 18.15 Installing New Bushings
St& Assembly
1. Lubricate armature shaft. Install drive assembly
with pinion outward. 2. Slide pinion stop retainer down over shaft with
recessed side outward.
3. Place a new snap ring on drive end of shaft and
hold it in place with a hard
wood block. Strike block
with hammer to force snap ring over end of shaft,
then slide the ring down into groove in shaft. See
Figure
lB-16, view A.
7
(
I
I
E-.
Figure 1B-16 Pinion Stop Retainer and Snap Ring
Installation
4. Place thrust collar on shaft with shoulder next to
snap ring and move the retainer into contact with
ring. Using pliers on opposite sides of shaft, squeeze
retainer and thrust collar together until snap ring is
forced into the retainer. See Figure
lB-16, view B.
5. Lubricate drive housing bushing and install arma-
ture and drive assembly in housing.
6. Install solenoid thrust spring and solenoid.
Figure 1B-17 Applying Sealer to Starter

1 C- 18 1973 OPEL SERVICE MANUAL
IGNITIPN SYSTEM
CbNTENTS
Subject
DESCRIPTION AND OPERATION: Ignition System ..................................................................
Ignition
Switc,h....................................................................
Ignition Coil
..........................................................................\
Distributor
............................I...............................................
DIAGNOSIS: (Not Available)
MAINTENANCE AND ADJUSTMENTS: Contact PointReplacement ............................................
Dwell Angle Adjustment :
................................................
Ignition Timing Adjustment ..........................................
Ignition Wire Inspection :
..................................................
Check Ignition Output ......................................................
Check Distributor
..............................................................
Check Spark Plugs
............................................................
MAJOR REPAIR: Distributor Removal ..........................................................
Disassembly ........................
I...............................................
Reassembly
..........................I...............................................
Distributor Installation
....................................................
SPECIFICATIONS: /
Ignition
Coil ..........................................................................
Distributor
....‘........................i...............................................
Spark Plugs ........................................................................\
..
DESCRIPTION AND OPERATION
INGITION SYSTEM
The ignition system basically consists of an ignitipn
switch, ignition coil, distributor, battery and related
wiring. The ignition switch is located in the steering
column, the ignition coil is located left front inner fender
skirt and the distributor is located at the left
front of the engine.
IGNITION SWITCH
The combined ignition switch and steering lock ian
be switched to any one of the below listed positions.
Insert key with notch pointing upward.
Page No.
lC-18
lC-18
lC-19
lC-19
1 c-20
1 c-20
1 c-20
lC-21 r
lC-21
1 c-22
1 c-22
1 r-23
1 C-23
1 c-24
1 C-25
1 C-26
1 C-26
1 C-26
(Fully counterclockwise) Lock position. Ignition
locked, steering locked, only with key removed.
Electrical circuits disconnected except to main light-
ing switch and dome lamp. The
key can be removed.
0- (First position clockwise from lock) Garage posi-
tion. ‘The key and lock assembly must be pushed “in”
to reach this position from lock. The steering is un-
locked and the ignition is off. The electrical circuits
are the same as in lock position. The key cannot be withdrawn.
l- [Chposition.) All electrical circuits controlled by
ignition switch are completed through the switch.
The key cannot
be removed while switch is in drive
position.

IIIGNITION SYSTEMlC- 19
11. (Startx position.) The ignition key must be
released as soon as engine starts. The switch then
returns aujomatically to the on position.
IGNITION
GOILThe ignition coil consists of a laminated non- mag-
netic iron
(core enclosed by two coils; the primary
winding and the secondary winding.
The prim+y circuit consists of the power source
(battery), the ignition switch, the ignition coil pri-
mary winding, the distributor breaker points with
ignition condenser connected in parallel, and all con-
necting
lo& tension wiring.
The secondary circuit consists of the ignition coil
secondary ‘winding, the spark plugs, all connecting
high tens@ wiring, the distributor cap and the
ro-tor.
When the’ ignition switch is turned on and the
breaker pdints are closed, current flows through the
ignition
c&l primary winding and produces a mag-
netic field wound the coil windings.
When the breaker points are separated by the revolv-
ing distributor cam, the magnetic field collapses and
induces a high voltage surge in the secondary wind-
ing,
produ;cing a spark between the spark plug elec-
trodes. ,
The ignitidn condenser which is connected in paral-
lel with the breaker points, prevents arcing between
the
separa’ted breaker contacts, and current flow
after~ the breaker points have been separated, thus
causing a kery rapid collapse of the magnetic field
around th$ Ignition coil.
/
IGNITION ‘DISTRIBUTORThe ignitidn distributor breaks the primary current,distributeslthe high voltage surges induced in the coil
secondary winding to the spark plugs according to
the engin< tiring order and sets ignition timing in
relation to. engine RPM and load.
The housi+g of the distributor contains the centrifu-
gal advance mechanism and the movable breaker
plate with’s breaker lever and contact support. The
vacuum advance mechanism is attached to the
breaker plate and mounted on the outside of the
distributor, housing. See Figure lC-1.
The distributor shaft is driven by a helical gear on the
camshaft and in turn drives the engine oil pump. The
ignition condenser is mounted on the outside of the
housing. The engine output is to a large extent in-
fluenced b) the ignition timing. Maximum engine
performance is obtained when the combustion proc-
ess is well underway as the piston starts down on thepower stroke. The air-fuel charges are, however, not
burned instantly, so it is necessary to advance the
spark in relation to the piston top dead center as
engine speed increases or as engine load decreases.
If the spark is too far advanced, the engine knocks,
causing a drop in engine power output and overheat-
ing. If the spark is retarded, part of the energy deve-
loped during combustion is wasted which will result
in reduced engine power output, excessive fuel con-
sumption and overheating.
The ignition distributor has a double acting double
diaphragm vacuum unit. See Figure lC-1. The ad-
vance unit is supplied with “ported” vacuum. That
is, vacuum is supplied from a port in the primary
barrel of the carburetor located just above the closed
throttle valve. This port supplies no vacuum during
idling nor during closed throttle deceleration, but
supplies full intake manifold vacuum at all speeds
where the throttle valve is opened enough to uncover
the port.
Figure lC-1 Ignition Distributor
The retard unit is supplied with intake manifold
vacuum at all times by means of a line connected
directly to the intake manifold. During idling and
deceleration, when there is no vacuum to the ad-
vance unit, the retard unit will cause the timing to be
retarded 5 degrees. However, during part throttle
operation when there is vacuum to the advance unit,
the advance unit will overpower the retard unit so
that the retard unit has no effect on timing.
The purpose of the retard unit is to reduce hydrocar-
bon and carbon monoxide emissions during idling
and deceleration, where they are especially bad.
In order to avoid voltage losses for easier starting, a
plastic cover has been inserted in the distributor be-
low the rotor as a seperator to keep the inside of the
distributor cup free from condensation.

I
ilC- 201973 OPEL SERVICE MANUAL
There is also a plastic hood slipped over the distrivu-tar cap with an outlet for the ignition cables as an
added protection against moisture from the outside.
See Figure lC-2.
Figure lC-2 Ignition Distributor With Hood Installed
MAINTENANCE AND ADJUSTMENTS
CONTACT POINT REPLACEMENT
Removing Contact Points1. Remove contact support lock
,screw and remqve
contact point support. If condenser is to be replaced,
it will be necessary to replace condenser and
1eads;asan assembly.
Installing Contact Points1. Lightly lubricate distributor cam with high tein-perature cam and ball bearing lubricant. Excessive
lubricant will throw off into contact points.
:
,
2. Position support on breaker plate and install lock
screw leaving slightly loose for later adjustment..
3. Plug breaker arm wire in.
4. Adjust breaker point gap to ,016”.
/
DWELL ANGLE ADJUSTMENT
1. Connect dwell meter.
2. Remove distributor cap. Remove rotor. Loosen
breaker point set screw approximately
l/8 turn.
3. Insert screwdriver in notch of stationary breaker
point. Observe dwell meter while cranking engine.
Twist screwdriver as required to obtain a reading of
50 degrees plus or minus 3 degrees.4. Tighten breaker point set screw, then recheck
dwell.
5. Install rotor and cap.~Start engine and recheck
dwell. It is important that dwell be rechecked, as
instal~lation of rotor and cap will sometimes change
the dwell angle.
IGNITION TIMING ADJUSTMENT
Preliminary Timing (Engine Won’t Run)To time the ignition on any engine which will run,
use subparagraph b only. However, if the timing of
an engine is completely off, the following procedure
must first be used to get the engine to run.
1. With rocker arm cover removed, rotate crankshaft
in a clockwise direction until both valves for No. 1
cylinder are closed and the timing marks line-up.
(Valves are completely closed if rocker arms can be
“rocked” slightly.)
2. Install distributor in engine so that vacuum ad-
vance unit is in original position and notch in dis-
tributor rotor lines-up with notch in housing. See
Figure lC-3. If distributor does not seat in engine
block., turn distributor shaft so that rotor points
about 20 degrees clockwise from distributor timing
notch
(see Figure lC-18), then press lightly on dis-
tributor housing while cranking engine with starter.
After oil pump tang snaps into slot in distributor
shaft, start timing again from Step 1, leaving dis-
tributor installed.
Figure lC-3 Rotor Position for Filing No. 1 Cyliqder
3. Install distributor clamp and bolt, leaving bolt just
loose enough to permit movement of distributor. In-
stall distributor primary wire.L

IGNITION SYSTEMlC-214. Rota&distributor counterclockwise slightly until
contact pbints just start to open. This must be done
very carefully or engine will not start.
5. Install distributor cap. Make sure spark plug wires
are correctly installed in distributor cap, through clip
and on spark plugs.
Finish TimingIContact boint gap
(.016” at widest gap) or dwell 50
degrees plus or minus 3 degrees should always be
checked before adjusting ignition timing.
1. Connekt timing light to No. 1 spark plug.
2. Disconnect and plug vacuum advance unit and
retard u$it hoses.
3. Connect a tachometer from distributor side of coil
to
groun$l.4. Start dngine. Set idle speed to 900 RPM.
5. Rotate distributor as necessary to align timing
marks. T;ming mark is a steel ball embedded in the
flywheel and a pointer in a window in the right fly-
wheel housing. See Figure lC-4.:Figure lC-4 Ignition Timing Marks
6.
Tightq clamp bolt securely and recheck timing
mark ahgnment.
7. Reconnect vacuum hoses and adjust engine idle
speed
an: mixture.
IGNlTlOFj WIRE INSPECTION
1. The c$il and spark plug wires are of a specialresistance type. These secondary ignition wires
reduce television and radio interference.
2. Wipe ignition wires with a cloth moistened with
solvent and wipe dry. Bend wires to check for brittle,
cracked or swollen insulation. Defective insulation
will permit missing or cross-firing of spark plugs,
therefore any defective wires must be replaced.
3. If wire insulation is in good condition, clean any
terminals that are corroded and replace any termi-
nals that are broken or damaged. Terminals must tit
tight on spark plugs and in distributor cap.
4. Replace any hardened, cracked or loose cap nip-
ples or spark plug boots.
5. Check resistance of each wire from contact inside
distributor cap to spark plug or coil terminal. Re-
place any wire having over 10,000 ohms resistance
reading. See Figure lC-5.
Figure fC-5 Checking Ignition Wire Resistance
CHECK IGNITION OUTPUT
1. Disconnect secondary coil ivire so that engine will
not start. Connect a voltmeter from the battery side
of the coil primary to ground and check voltage
while engine is cranking. Reading should be 10 volts
or more. Low reading could be caused by a defective
battery, a discharged battery, high starter current
draw, a bad connection in the starter circuit or a bad
connection in the primary ignition circuit.
2. Connect an oscilloscope according to manufac-
turer’s instructions. Disconnect coil wire. Crank en-
gine and read coil output voltage. Reading should
exceed 20 KV (20,000 volts).

IGNITION SYSTEMlC- 23
9. Install:spark plugs using a 13/16 deep socket, an
extension and a torque wrench. Tighten to 22-29Ib.ft. 1
MAJOR REPAIRDlSTRlBtiTOR OVERHAULDistributbr Removal
1. Remove fuel pump. This is necessary because the
fuel
punp will block the distributor drive gear,
thereby preventing removal of the distributor. See
Figure lC-6.
2. Set No; 1 cylinder at firing point by turning engine
INOTCH IN STATIONARY& -.until cutout in distributor shaft (or rotor tip) points
to notch in distributor housing. See Figure
lC- 7.
3. Ball imbedded in flywheel should be approxi-
mately aligned with pointer in housing. See FigurelC-4.
4. Remove distributor hold-down clamp and remove
distributor. See Figure lC-8. Cover bore in timing
case to prevent foreign material from dropping into
engine. To make reinstallation of distributor easy, do
not rotate crankshaft or oil pump.
Disassembly
1. Remove distributor cap retaining spring clips, and
vacuum control units. See Figure lC-9.
Figure lC-9 Removing Retaining Clips
Figury lC-7 Aligning Shaft Cutout With Notch
Figure lC-8 Removing DistributorFigure lC-10 Removing Retaining Ring