1973 OPEL GT-R key battery

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.

r
2UREDp
IM
BRNIWHI
BUZZER
3 CLOSED POSlTlONl
/-
14 RED - TO STEERING
COLUMN CONN.
20 RED
12 RED FROM BATTERY--18 GRAY--12 RED
-I
J
DOME LIGHT
&SWITCH1
1
.,_ &,,,.~~
STEER I NG
COLUMN
CONNECTORTRUNK LIGHT?&SWITCH
IGNITION
SWITCH‘\BUZZER SWITCH(HELD CLOSED WITH
KEY IN “OFF” & “LOCK”POSITION1
3OlJll

REFRIGERANT COMPONENTS ALL MODELSSB-632. Install condenser into car and secure with 4 at-
taching screws. See Figure
9B-101.3. Untape discharge line and pipe and install using
new o-rings lubricated with No. 525 viscosity oil.
Figure
99.102 Condenser - Receiver - Dehydrator
O-Rings. GT
4. Untape and install inlet and outlet pipes into the
receiver-dehydrator using new o-rings lubricated
with No. 525 viscosity oil.
Figure
98-103 Condenser Assembly - GT
5. Evacuate system. Refer to EVACUATING SYS-
TEM.
6. While system is being evacuated, install the char-
coal cannistor, washer jar, battery tray and battery
and connect negative battery cable.
7. Charge system. Refer to CHARGING SYS-
TEM.
DISASSEMBLY AND REASSEMBLY OF CLUTCH
DRIVE PLATE AND SHAFT SEALIt is not necessary to remove the compressor or dis-connect refrigerant lines to remove or install clutch
parts on the GT, however, the compressor must be
removed from the Opel 1900
- Manta.
Disassembly
1. Firmly clamp holding fixture (J-9396) in a vise
and attach compressor assembly to fixture (see Figwe
9B-104).
-_ .s -Figure SE-104 Removing or Installing Shaft Nut
2. Hold hub of clutch drive plate with wrench
(J-9403). Using special thin wall 9/16 inch socket
(J-9399) and 3/g inch drive, remove shaft nut.
3. Install threaded hub puller (J-9401) onto hub of
clutch drive plate (see Figure
9B-105). Hold body of
hub puller with wrench, tighten center screw of hub
puller, and lift off clutch drive plate and woodruff
key.Figure SE-105 Removing Clutch Drive Plate