Fuel System Contents: 1 = Description 2 - Carburetor 3 Fuel Pump 4 Fuel Tank 5 - Special Hints 6 - Tools and ApplianceswW) Description of Fuel System ear General Description ‘The fuel system is composed of the fuel tank, fuel fiter, fuel lines, mechanical fuel pump, and the downdraft carburetor and air cleaner, ‘The fuel tank, having a capacity of 40 liters (10.5 U.S. gals.; 8.8 Imp. gals), is accessible by lifting the front bonnet. The fuel tap, situated underneath the tank, regulates the flow of fusl and can be operated from the front seats. Ils three positions are: shutoff, open, and reserve. The fuel reserve (5 liters : 1.3 U.S. gal.: 1.1 Imp. gl.) can only flow aut after the tap has been turned to the reserve position ‘The mechanical pump serves to draw the fuel from the tank through the fuel line in the frame tunnel and then force it on into the carburetor. ‘The air drawn in by the carburetor goes through a cleaner to prevent dirt, dust and other abrasive particles from entering the engine. Maintenance and Adjustment The fvel filter must be cleaned regularly at the prescribed intervals. Special care should be taken when filling the tank from cans to avoid dirt and foreign matter entering the tank. It is recommended to filter the fuel through a clean piece of chamois when filing the tank. As an additional precaution, a fine fuel filter may be installed a! the fuel pump. The air cleaner should be serviced in accordance with the instructions given under a separate heading in this section. Under severe dust conditions, the air cleaner must be serviced more frequently than indicated in the Maintenance Chart, in extreme cases even daily The fuel pump requires no service attention. The pump pressure should be checked when fuel consumption is excessive of engine cuts out at high speeds. The carburetor should be cleaned in accordance with the instructions given on later pages in this section It should also be checked and adjusted to insure good engine performance under all operating conditions (climate, altitude, etc). If complaints are made in regard to excessive fuel consumption, no attempt should bbe made to effect a remedy by changing the jets. The first step to be taken in analysing such complaints is to determine the fuel consumption by means of a fuel-mileage fester. Driving habits or abnormal operating conditions are offen responsible for an excessive fuel consumption. 114) Carburetor SERVICE (SOLEX 28 PCI) General Description The fuel-air mixture for the engine is produced in the carburetor. The fuel is atomized and thoroughly mixed with air in the correct proportions to assure good engine performance. The operating principles of the downdraft carburetor promote the cylinder filing by making full use of the increasing speed of the air stream, This advantage greatly contributes to the elasticity and performance of the engine and facilitates the starting procedure. ‘The carburetor has a central air supply. This means that the air required for varying operating conditions ‘and for the float chamber ventilation must pass through the air cleaner on top of the carburetor air horn. ‘Thus the ingress of dirt is reduced to a minimum. The design of the float chamber ventilation insures a constant fel level, even when the air cleaner is clogged. The fuel consumption will, therefore, not be influenced by the degree of dirt accumulated in the air cleaner. ‘The preheating of the intake manifold not only prevents the condensation of {vel vapor, but assures improved engine performance by vaporizing any unvaporized particles remaining in the fuel gas. Thus the mixture is well kept within the explosive range. The choke valve in the carburetor air horn serves as a starting device for cold starting. Itis operated through «a pull knob on the instrument panel. ‘The function of the idling circuit may be considered as tha! of an auxiliary carburetor which produces the {uel-air mixture when the throttle is closed or slightly open, ‘The diaphragm-type accelerator pump is inked to the throttle. It causes the engine to pick up speed quickly and aids in securing maximum performance, flexibility, end economy. ‘The carburetor consists of the bow! (incorporating float, venturi throttle valve, accelerator pump, and the |et system) and the bowl cover (incorporating choke valve, float needle valve, and the pump jets). Operation Fuel is delivered through a line from the fuel pump to the carburetor where it enters the float bow! and the spraying well through the float needle valve. When the fuel level reaches a certain height, the needle valve Is closed by the rising float, shutting off the supply of fuel until the fuel level decreases during operation. The pressure of the float buoyancy against the needle valve is increased by the toggle. The float controls the fuel supply by actuating the needle valve in correspondence with the fuel consumption. During normal operation (high speed, part-load circuit), fuel flows from the float bow! through the main jet into the spraying well and is pulled out through a row of radial ovllet holes by the vacuum created in the venturi. The amount of the vacuum depends on venturi size, engine speed, and throttle opening. The restriction (wais!) of the venturi surrounding the outlet holes in the spraying well speeds up the air drawn in by the engine. Thus the amount of throttle opening determines the force of the vacuum, permitting varying ‘amounts of fuel-air mixture to be pulled from the spraying well. When the throttle opening increases, the fuel level in the spraying well decreases and air is sucked in through the correction jet. This air passes through the holes in the emulsion tube and mixes with the fuel coming from the main jet. Thus, already a foamy mixture passes out through the holes in the spraying wall into the venturi, where it meets the main high velocity ‘ir current by which itis atomized. The proportion of air increases with the speed. This insures proper pro- portions of fuel and air required for varying operation conditions.cn Float bowl vent tube Gasket Fuel line Flot needle valve Float toggle Pilot jet air bleed Pilot et Float 2 13. “ 15 7 8 ” 20 SOLEX 28 PCI Moin jet Volume control screw ‘i correction jet Emulsion tube Pump air correction jet Pump jet Fiting tube Spraying well Pump ball check valve, upper a a 2 a 25 26 a 28 2» Pump diophrogm spring Pump diaphragm Pump bal check valve, lower Pump connector link ldle cir Bleeder passage Throtie valve Throtie connector rod and spring Accelerating port late port 20 a 2 2 % 25 2% a 8 2When the throtile is closed, or slightly open, the Idling and low speed circuit performs the function of furnishing the fuel-air mixture. The air speed is so low and there is such a small volume of air passing through that practically no vacuum develops in the venturi. This means that the spraying well centered in the venturi will not feed any fuel with a closed or slightly open throtile. Therefore, the pilot jet and the pilot jet air bleed produce the mixture at idling speed. This fairly rich mixture is pulled from the idle port by a high vacuum existing on the lower side of the throttle valve, The mixture flows past the tapered point of the volume control screw, mixes with the air escaping around the throttle valve to produce a leaner fuel-air mixture, and passes fon into the engine. ‘The idling mixture is controlled by the valume screw. The idling speed is fixed by the idle adjusting screw. ‘There are two accelerating ports drilled in the wall of the carburetor throat near the throttle valve. When the throttle valve is gradually opened, c nearly constant fuel-air mixture ratio is maintained during the shif from the low-speed to the high-speed circuit. As the edge of the throttle valve swings past the accelerating ports. a sufficient quantity of fuel-air mixture is pulled out by the high velocity air current passing through the space between the edge of the throttle valve and the wall of the carburetor throat. ‘About 10 mm (.4") above the accelerating ports is an idle air bleeder passage which is fo lean out the mixture when the throttle valve is suddenly closed. In order to assure a proper function of this bleeder passage. the Idling adjustment must be correct The accelerator pump is linked to the throttle. When the throttle is closed, the spring-loaded diaphragm returns to is original position and the pump chamber in front of the diaphragm is filled with fuel sucked in from the float bowl. When the throttle valve is opened, the movement is transmitted 12 the diaphragm through the linkage, forcing the fuel up the passage and out through the discharge nozzle into the mixing chamber. The upper ball check valve is lified by the fluid pressure while the lower ball check valve prevents the fuel from escaping back into the float bowl. This delivery of additional fuel as the throtile is opened momentarily enriches the mixture and causes the engine to pick up speed quickly. The accelerator pump jet inthe discharge nozzle meters the flow of fuel discharged into the mixing chamber. The accelerator pump enriches the mixture ‘only in the low and intermediate speed range, as the spring on the throttle connector rod takes up any further movements of the throttle when the diaphragm has reached its foremost position. The pump chamber is refilled with fuel not before the throttle nearly closes. Operation of Accelerator Pump ‘9 Fuel from the main jet Primary air + Fuel from flost bow! = Pump discharge nozzle and air correction jet Pump iet Diaphragm spring Diaphragm Pump connector link + Thrattle connector rod and springThe high-speed, full power-circuit. When the throttle is wide open, the accelerator pump passage ad mits an added flow of fuel to discharge through the pump discharge nozzle, This extra fuel is drawn into the ‘mixing chamber by the suction on the discharge nozzle. At part throttle positions the mixture is only slightly enriched, as the suction is then controlled by the air correction jet in the discharge nozzle. The suction in- ‘creases with the amount of throttle opening, so that a progressive supply of extra fuel is given to secure added engine performance, Adjustment ‘The carburetor is tested at the factory and adjusted to produce the best consumption-to-performance ratio. Any change in its setting by replacing the jets or the venturi by other than the prescribed sizes should be ‘avoided. In general, excessive fuel consumption is not due to any malfunctioning of the carburetor. With the idling mixture being overrich, the engine tends to stall when suddenly braking and the consumption will be excessively high in the speed range up to 60 km/h (40 m.p.h.). A properly adjusted idling speed is the first requirement for a perfect functioning of the carburetor. The idling adjustment should be carried out with the engine having obtained operating temperature.LKsse INES Cleaning the Carburetor To clean the carburetor, remove the bowl cover. Removal 1/- Remove air cleaner. 2- Disconnect fuel line between carburetor and fuel pump. 3-Remove the screws that attach the cover to the carburetor bowl. 4- Lift the bow! cover. 5- Swing the bow! cover backward. For the complete removal of the bow! cover, the choke control cable and the throttle connector link ‘must be disconnected Cleaning 1-- Remove float toggle lever. 2- Remove float 3 Remove main jet carrier and clean float bow! ‘and main jet 4-Remove and clean air correction jet and ‘emulsion tube (The spraying well is not remo- vable).. 1 = Air correction jet 27 Emulsion tube 3 Float toggle lever 4 Float 5 Spraying well 5 Gosket 7 Main et 8 Main et carrier 5 Remove and clean pilot jet. 6- Remove and clean pilot jet air bleed 9- Pilot et air bleed 10. Plot jt 7-- Remove and clean float needle valve 8 Clean pump discharge nozzle. Blow out the jets and passages with compressed air. Never use a pin or a piece of wire, as this will damage the jetsInstallation To reinstall the unit, proceed in reverse order, while observing the following points: 11-Note proper position of float needle valve gasket 2-Be sure the gasket between bowl and bow! cover is in good condition and properly positioned. 3- The word “oben” on the float toggle lever must face upwards. 4- When refitting the bow! cover, tote care that the fiting tube projecting from the jointing face of the carburetor bow! fits snugly into the bow! cover, 5 - Connect choke control cable, taking care that the choke valve is fully open with the operating knob pushed in 6. Oil choke valve shaft, throttle valve shaft and control linkage. 7- Do not overtighten air cleaner clamp screw fo avoid distortion of the air horn, as this would cause the choke valve to stick 8 - Adjust idle speed. Removing and Installing Carburetor Removal 1 - Remove air cleaner. 2 Disconnect fvel line between carburetor and fuel pump. 3. Disconnect accelerator cable, choke control cable, and choke control cable sleeve. 4- Remove accelerator cable swivel pin, 5 Unscrew nuts of carburetor mounting studs (Cranked Ring Spanner VW 158) 6 Take off carburetor.° Installation body. Fully depress accelerator pedal and connect cable fo throtle lever. Installation is a reversal ofthe preceding operations, but the following points should be noted 3 Connect choke control cable, taking care that 1.- Replace gasket at intake manifold flange. the choke valve is fully open with the operating lenob pushed in 2- To connect accelerator cable to throttle lever proceed as follows: Open throttle valve so that ——_& - Do not overtighten clamp screw of air cleaner. there is 0 clearance of about 1 mm (.06") between throttle lever and stop at carburetor 5 - Adjust idle speed. Disassembly and Assembly of Carburetor sembly 1 - Remove carburetor. 2 Remove the screws that attach the cover to the carburetor bow! and liftoff the cover. 3 Screw out float needle valve. 4 Remove float toggle lever and take off the float. 5 Remove air correction jet and emulsion tube 6- Remove main jet, pilot jet, and pilot jet air bleed. 7-- Remove volume control screw and spring 9 - Remove cotter pin from throttle connector rod 10- Remove pump cover retaining screws. Take off cover, diaphragm, and spring. 8 Release venturi retaining screw and lif out venturi. 11 - Screw out discharge nozzle plug screw.Cleaning 1.- Clean all carburetor components in fuel. 2- Blow out the jels, valves and passages with compressed air. Never use a pin or a piece of wire, as this will damage the jets. Inspection and Assembly Assembly is @ reversal of the disassembly procedure To check the components, proceed as follows: Bow! Cover 1.- Check needle valve for leaks. 2- Examine needle valve gasket for correct condition and see to it that it is properly installed to prevent leaks. 3 Check choke valve spring and clearance of choke valve shaft 4 Inspect choke poppet valve for perfect sealing ‘ond make sure that it easily opens Note: Carburetor SOLEX 28 PCI From Chassis No. 1306289 the tension of the choke poppet valve spring hot been increased from 93 grams (i602) to 4847 grams (1.69425 oz) at o loaded length of 8 mm (314°), the free length being about 21 mm car ‘The stronger spring can be installed on oll earlier car- uretore 28 PCI. “The objekt of thete modifications isto fcilitate starting the engine in sovere frost. Carburetor Bow! 11= Cheek pump diaphragm for leaks. Replace if necessary. Note: Carburetor “at spot” when suddenly opening the throttle generally indicates leaky pump diaphragm 2 Dip float in hot water. If air bubbles appear, the float is leaky and must be replaced. Leaky floats must not be soldered, as this would result in an increase of the weight. (See “Specification Data” for correct weight of float.) Note: From Engine No, 1-0814685 the carburetor 28 PCI is equipped with «nylon oat” (weight 57 grams) Brass and nylon floats are interchangeable. Brass floats sll ia tock should be Used up. Check all jets for the correct sizes given in the chart “Specification Date” When replacing jets or valves, only genuine SOLEX parts should be used. Only these parts ‘assure a perfect functioning of the carburetor under all conditions of operation. Only use main jels and main jet carriers provided with ring grooves. Install venturi. Be sure that the restriction of the inner diameter (waist) of the venturi is at the top. Correct! Do not overlighten retaining screw in order not to distort venturi Not. The carburetor is now fied with @ plete venturi instead of the previous light metal type. Venturies of the earlier and of the new type ore Interchangeable Check clearance of throttle valve shaft. Exces- sive clearance causes ingress of secondary air which has @ detrimental effect on the starting ‘and idling operation of the engine. If necessary, fit bushes to throttle valve shaft to take up the clearance. Inspect tip of volume control screw. Renew if tip is bent or broken off. Only use volume control screws of brass Inspect tapped hole and seat for volume control screw for damage; remove tip of old control screw, if it has broken off. ‘The word “oben” on the float toggle lever must face upwards.Carburetor Adjustment ‘The jet settings have been determined by the manufacturer afier considerable research to assure the best consumption-to-perfarmance ratio. Any change in the settings by replacing the jets or the venturi by other than the prescribed sizes should be avoided. When changing from one brand © {uel fo another, say from gasoline toa gasoline benzol mixture, he carburetor requires in general only a readjustment ofthe idling speed. Specification Data 1131 ce. engine 1192 cc. engine Venturi 20 mm diam. 21.5 mm diam. Main Jet : 4105 1225 Pilot Jet 50 50 Pilot Jet Air Bloed ‘ 0.8 mm diam. 0.8 mm diam, Air Correction Jet 190 200 Pump Jet... 50 50 Pump Air Correction Jet 20 20 Emulsion Tube .... 10 3 Needle Valve 18 15 Float Weight . 1259 1259 Pump Feed 40-55 cc. per stroke 4055 ce. per stroke Idling Adjustment An idling adjustment will be necessary from time to time, Before attempting to adjust the car- buretor, make sure the engine is at normal operating temperature. Idling adjustment should in all events be carried out as follows: 11. Turn the idling adjusting serew in or out until an idling peed of approximately 550 r.p.m. has been attained. 3+ Re-adjust the idling adjusting screw until the engine runs at normal idling speed Normal idling speed is usually attained al 1"/st01"/s turns of the volume control screw, starting from the fully closed position z However, do not attempt to close the screw com. 3 Pa eee eae inane 3 ener ee inoataere a ‘Accurate idling adjustment is of the greatest im. 2 portance as i! has an essential bearing on fuel Z 2- Turn the volume control serew clockwise unl Consumption in the lower and medium speed = the engine speed begins to drop. then give} ranger, Under really unfavorable condiions, the a quarier lin. in anf-elockyrise diredion. increase In consumption moy even reach "s Iler g Thon, H vecmary, edjst_a life In ellher for eoeh hundred Klomretars (1 Imp. gall. foreach é direction until the engine idles smoothly. 560 miles, or 1 U.S. gall. for each 470 miles). It2-10 will be especially pronounced in the case of vehicles operating under unfavorable conditions most of the time, Check by speeding up the engine momentarily and releasing the accelerator pedal quickly. Ifthe engine stalls, the mixture should be enriched « trifle by backing out the volume control screw (approx, */w turn) until sudden releasing of the pedal after acceleration does not cause stalling. If no remedy Is effected, it may be due to « worn carbon thrust ring of the release bearing. During operation stalling of the engine when the throttle is suddenly shut or when applying the brakes may also be caused by too rich @ mixture. Poor idling may be the result of damaged gaskels, or intake manifold flanges not sufficiently tightened, or fuel pump being mal-adjusted, Faults in the ignition system or an undue departure from the correct compression in the individual eylin- ders may also have a detrimental effect on the idling. Air Cleaner General ‘The purpote of the air cleaner is to filter all dust ‘ond grit from the air drawn through the carburetor: intake, thus eliminating one of the contributory causes of cylinder and piston wear. The air cleaner must be serviced at the intervals indicated in the Maintenance Chart, or more frequently under severe dust conditions It the car is mainly operating under desert or other ‘extreme conditions of dust-laden atmosphere, the ‘air cleaner should be serviced more frequently than prescribed on the Maintenance Chart. The ‘ir cleaner must at any rate be cleaned if there is no longer thin oil abave the sludge accumulated ‘on the bottom of the cil reservoir. Felt Cone Type Air Cleaner This filer cannot be dismantled. Rinse the air cleaner in {uel or another volatile cleaner. The fuel is to be poured into the intake hole of the filter. The cleaner should be blown dry before replacing it in order to avoid starting trouble lll Bath Air Cleaner should be serviced every 5000 km (3000 miles) Detach cleaner from carburetor, unfasten retaining strap and disassemble the cleaner. Remove dirty cll from reservoir and refil with fresh engine oil SAE 20 up to the mark (approx. 0.25 liter/0.5 pint The filter element should be rinsed in fuel, kerosene, or any other degreasing solution. ‘The oil level inthe fluid reservoir should be checked every 2500 km (1500 miles). When topping up, take care that the oil level is not above the mark 41- Filler element 2 - Gasket 3- Oil reservoir Note: ‘The shape of the oil bath air cleaner has been altered While the ovter diameter has been decreased, the total height has been increased “The designation forthe new cleaner is (i Bath Ai Cleaner Part No. 111129611. | (as il Both Air Cleaner Part No. 111129611 E J desires) Service installation of the new oil bath air cleaner in vehicles of previous design is possible. The previous oll bath a cleaner may, however, no! be installed in vehicles of later version ‘The oll level must not be above the merk pressed in the lower part This alteration was necessary because of the new shope of the engine compartment hoodRemoving and Installing Accelerator Cable eenerel ‘The accelerator cable passes through the frame tunnel and fan housing of the engine in conduit tubes, It is atfached to @ boll in the accalerator pedal at one end and to a swival pin in the throttle valve lever at the other. The spring pushed over the conduit tube at the fan housing effects @ return of the accelerator cable ‘and closes the choke. A guide sleeve prevents the spring {rom becoming deflected. 3- Detach bolt from accelerator pedal end disconneet cable from bolt. 4 Pull out accelerator cable from its conduit tube in the fan housing towards the front. 5. Take off rubber boot at the end of the cable conduit tubes in the frame. 6+ Completely pull out accelerator cable towards the front. Installation This is @ reversal of the preceding operations, but the following points should be noted: 1-Grease accelerator cable with Universal Grease VW = A 052 2- Take care that the cables do not intertwine ot the rear. 1 Accelerator cable conduit tube 2+ Accelerator cable 3 Accelerator cable spring 4 Spring guide sleeve 5 Spring seat {6- Accelerator cable swivel pin The removal and installation is facilitated by liting the rear end of the vehicle. 1/- Disconnected accelerator cable from throttle valve lever, 1 Rubber boot 2- Choke control cable 2- Compress the spring and remove spring seat 3 Accelerator cabl Take off guide sleeve and spring 44 Cluteh cable2-12 3 See that the rubber boot is correctly seated to ‘avoid water entering the conduit tubes, 4 Special care must be taken when attaching the ‘accelerator cable to the throttle valve lever, ‘5 otherwise an undue tension may occur af {ull throttle, leading to a breakage of the cable, ‘Open throttle valve so that there isa clearance ‘of about 1 mm (.04") between throttle lever Removing and Installing Choke Control Cable ‘and stop at carburetor body. Fully depress accelerator pedal and connect cable to throttle valve. General ‘The choke contro! cable runs through @ flexible metal sleeve which in turn is provided with o plastic coating. It passes from the instrument panel through the front luggage compartment and cross scuttle to the conduit tube in the frame tunnel, from where it passes fo the carburetor through the fan housing. The cable is attached to the choke lever by means of a clamp screw. The choke valve is ‘operated by pulling the knob situated next to the ignition switch 1 Lif the car. 2 Disconnect cable from choke lever and detach cable sleeve from carburetor. 3-Screw off operating knob from instrument panel = Remove the lining in front of the instrument Panel. Remove nut from the back side of the instrument panel and pull out choke control cable - 5 Remove right-hand front wheel. Detach choke contro! cable rubber sleeve from conduit tube protruding from the frame tunnel and pull out ‘cable and flexible metal sleeve.Installation Installation is accomplished by reversing the remo- val procedure, but the following points should be observed 11- Take off rubber boot at the rear end of the ‘conduit tubes in frame tunnel and fill it with Universal Grease VW - A 052. 2- Blow out conduit tube in frame tunnel with compressed cir and fill it with Universal Grease VW - A 052 3- Grease choke control cable with Universal Grease VW - A052 and insert i into the flexible metal sleeve. 4-Push cable and sleeve from front luggage compartment through the cross scuttle into the frame tunnel conduit tube. To avoid ingress of water, make sure that the rubber grommet in the cross scuttle, the rubber sleeve on the conduit tube front end, and the boot at the conduit tube end are corredlly positioned. 5-Take care that the choke cable does not Intertwine with the clutch or accelerator cable. ‘Attach choke control cable to the instrument panel and screw the knob in position Attach choke control cable to choke lever faking care that the choke valve is fully open with the operating knob pushed in. Operation of Choke Valve ltisaknown fact thatthe choke valveisto be operated i.e. the chake control knab isto be pulled out when slarling a cold engine at low outside temperature. [As soon as the engine has started, push the choke control knob slowly in until the engine runs smoothly and evenly at idling speed without stalling even when declutching, How far the knob should be pushed in is a mailer of experience but in any case it has to be pushed in farther af mild temperature than at severe cold. The choke control knob isto be pushed in completely only after a certain distance has been driven. The required length of this distance depends on the ‘outside air temperature and on the way of driving The linkage between choke valve and throtlle valve causes the throtile fo open a little when the choke valve closes. As a result, the idling speed of the engine can be regulated over a wide range so that the engine can be prevented from stalling on account of low operating temperature, Quite frequent, the choke control knob is pushed in all the way immediately after starting and the driver may then be surprised to notice that the ‘engine stalls at the next stop. And now, the wrong kind of counter-measure is usvally taken against this sort of stalling: idling speed is increased by means of the idle adjusting screw and the idling mixture is enriched by means of the volume control screw. Apart from the fact that the engine, when warming up, will then run at too fast an idling speed with too rich @ mixture, the fuel consumption may be increased by 1/2 liter per 100 km (almost quart for every 60 miles). Furthermore, with this kind of adjustment, the engine will occasionally tend to develop combustion knock. It is not always the customer who, for lack of knowledge and experience, changes the idling ‘adjustment arbitrarily. May we, therefore, suggest that the workshop personnel be thoroughly. in- structed about the proper idling adjustment and ‘about how to operate the choke control knob corredly 2-13Symptoms Carburetor Trouble Checking Cause Remedy 4 Engine will not start (with fuel in tank, ignition in order, and choke closed) 2 Choke does not fully close b- Choke poppet valve sticks ‘or does not fully close ¢ = No fuel in svstem 4 Eliminate jamming, replace choke if necessary. Do not overtighten air cleaner clamping screw b- Repair or replace choke poppet valve Check in the following order: Release main jet carrier. If fuel is coming out, the main jet is ob- structed. If no fuel is coming out, disconnect pipe to fuel pump and set starter in motion with the spark plug leads disconnected. Ifthere is @ well-defined spurt of fuel at every working stroke of the pump, the float needle valve is clogged up. HW no fuel is ejected, it may be due to: pump valves. sticking, pump mechanism at fault, dirt in fuel top. 2- Flat speed spo! et idling 4 Pilot jet blocked up b- Induction air leakage a! flange. Cracks in induction manifold €-Volume control screw damaged (tip broken off) {d= Idling mixture too lean Clean pilot jet b= Tighten induction manifold flan- ges, replace gasket if necessary. Check induction manifold for air leakage. Weld or renew cracked induction manifolds Replace volume control (remove tip, if broken off 4- Properly adjust idle mixture and idle speed 30 that engine runs evenly and steadily 3- Poor acceleration 2-14 a Idling mixture too lean b- Accelerator pump diaphragm leaky = Properly adjust idle mixture and idle speed so that engine runs evenly and steadily b- Check and, if necessary, replace diaphragmPRINTED IN GERMANY Symptoms Cause Remedy 4 Engine stalls when suddenly releasing accelerator pedal Idle mixture t00 rich Check and correct idle adjustment 5 Engine runs uneven at low idle speed and ‘exhaust soots excess: ively thigh idle speed. Spark plugs fend to soot up and fail to produce sparks a Excess pressure on float needle valve b- Float leaky €- Float needle valve does not close 2 Check pump pressure, reduce if necessary b- Replace float €- Clean of replace float needle valve 6- Engine runs uneven, misfires, and cuts out «t full throtle Fuel starvation ‘a Clean main jet b- Clean float needle valve €- Check pump pressure, increase if necessary d= Clean fuel tap 7 Excess fuel consumption a- Jet sizes not properly adapted to fone another b- Excess pressure on float needle valve Float leaky d= Float needle valve does not close ©. Install correct set of jets Check “face” of spark plugs b= Check pump pressure, reduce if necessary = Replace float 4- Cheek float needle valve and replace if necessary Note. Poor acceleration end a tendency of the engine fo stall when idling may also be due 10 an insufficiently advanced Ignition, too low a breaker point gap, or dirty spark plugs. Always check ignition system when in doubt. 2.5wy Fuel Pump por General Description Fuel is fed to the carburetor by @ SOLEX-diaphragm pump which is attached fo the crankcase. It is operated mechanically from an eccentri¢ on the distributor drive shaft. The flow of fuel delivered by the pump is auto- matically regulated as the fuel is used up from the float bowl. The fuel pump consists of the cover, containing suction valve and delivery valve, and the pump body, in corporating the rocker mechanism. The diephragm and spring are situated between the cover and the body. The diaphragm consists of several layers of special flexible, clothlike material that is not affected by the fuel ‘and two protectors which are riveted to the diaphragm pull rod Operation As the distributor drive shaft revolves, the eccentric causes the push rod to move against the rocker arm which pulls the diaphragm downward agains! the diaphragm spring. This movement creates @ vacuum above the diaphragm which lifts the suction valve off its seat so that fuel can be drawn in. When the push rod moves backwards, the loaded diaphragm spring pushes the diaphragm upward, forcing the fuel in the pump through the delivery valve and into the carburetor. This process is repeated at every turn of the eccentric (once every two revolutions of the engine). CFD SOLEX Fue! Pump Sectional View 1 = Delivery valve 8 Spring reteining plug end gasket 2- Suetion valve 9 Rocker arm spring 3 Diaphragm 10 Gasket 44 Diaphragm spring 11 Intermediate lenge 5 = Rocker arm link 42 Push rod 6 Rocker arm pin 13 - Distributor drive shoft 7 Racker arm 14- Distributor drive gearThe pump pressure depends on how much the spring is compressed during the pump suction stroke. This pressure is balanced by the buoyancy of the carburetor float, which causes @ corresponding pressure at the needle valve seat. As fuel rises in the float bowl, the needle Is forced up with greater pressure, Thus the pressure in the fuel line and pump chamber increases, while the pump working stroke decreases. With normal engine operation, the diaphragm is moved only some tenth of a millimeter. ‘A hole is provided for bleeding the chamber below the diaphragm. This hole also permits the draining of fuel which might have entered the lower chamber. Checking Pump Pressure The pump pressure should amount to 0.09—0.13 ‘atm, (1.30—1.85 Ibs./sq. in.) with the needle valve closed and the engine running at 1000—3000 r.p.m. ‘The minimum amount of fuel delivery is 167 cu. em er minute (10.2 cu. ins.). To check the fuel pump pressure, connect a menometer (range: 0—0.4 atm. (0—5.7 Ibs. (sq. in.) which is brazed to a fuel test line between the pump and the carburetor by means of a T-piece. The fuel tes line is fitted with {@ fuel tap behind the manometer (drawing VW 364 for local manufacture), The pump pressure is determined by the correct adjustment of the push rod stroke and the dia- phragm spring tension. Adjustment of the push rod stroke is effected by ‘adding or removing flange gaskets as described he heading “Removing and Installing Fuel Ifthe stroke adjustment doss not give the desired result, replace the diaphragm spring. With the pump pressure too high, the intermediate turns fof the spring may be brought further together, ‘and with the pump pressure too low they may be stretched apart, if the necessity should arise It the pressure is 100 high, flooding and, conse- quently, a dilution of the engine oil will be the I it Is too low, insufficient fuel will be delivered and faulty engine performance will result.2 Removing and Installing Fuel Pump 1 - Disconnect fvel lines from pump. 2 Remove the two nuts from the mounting studs at the flange (Spanner VW 1260). 3- Take off pump. 4-Remove push rod, intermediate flange and gasket Adjusting Stroke of Fuel Pump 41 Place intermediate flange, push rod and two gaskets, which should be in perfect condition, fon fuel pump mouating studs. The oil passage in the intermediate flange must face upwards The convex end of the push red must be at the eccentric ef the distributor drive pinion, 2--Altcch Gauge VW 328a to the flange and ighten it to the same torque as for the fuel pump in order to compress the gaskets fo their usual thickness The push rod stroke of about 4 mm (.16") is determined by the eccentric on the distributor drive shaft. The stroke should move within a range of $ mm (.2") which is marked on the gauge. The marks correspond to a length of 29 mm (1.14") and 34 mm (1.34") measured from the fuel pump contact flange (incl. gaskets) to the projecting push rod end. Rotate the tengine fo check the pump stroke. The stroke can be adjusted by fitting an appropriate number of gaskels fo the intermediate flange. Do not fit less gaskets than required, as this would have a detrimental effect on the dia- phragm and the drive mechanism. 1 Fill lower pump chamber with Universal Grease VW - A 052 before installation, 2 Install fuel pump. Re-tighten nuts with engine having attained working temperature, but do not overtighten. 3+ Connect fuel lines to fuel pump. See that the fuel line rubber grommet is correctly seated in the engine front cover plate,3.4 Reconditioning Fuel Pump Disassembly 1/- Remove fuel pump. 2- Unscrew the six slotted screws and remove pump cover. 3- Press down diaphragm and disconnect it from rocker arm link 4- Drive out rocker arm pin. Remove rocker arm link and rocker arm and retaining plug with gasket and spring, 5 Remove valve retainer plate from fuel pump cover by pressing down the plate until the three screws have been screwed out, Carefully lift off the plate to avoid the components jumping off. 6- Thoroughly clean all parts in fuel Assembly 1+ Inspect valve seats in pump cover and at valve retainer plate. Replace warn parts 2 Renew valves, valve springs and valve retainer plate gasket. Place valves in position, taking care that their lapped side makes contact with the valve seat 3 - Place valve retainer plate in position and press it down unlil the three screws are evenly tightened, 4- When the valves are installed, make certain that they open and seal properly. 5+ Assemble rocker arm and link in the pump body. Check rocker arm pin for wear. Install pin and secure it in pasition by means of a chisel 6. Assemble rocker arm spring, retaining plug ‘and gasket.7-Place spring and diaphregm in position. Engage the diaphragm pull rod in the rocker arm link. Replace diaphragm if showing signs of cracks or hardening. 8 - Place fuel pump body in @ vise with the Gauge VW 328b inserted. Thus the rocker arm is pressed 35 mm (1.4") inwards (measured from flange jointing face), bringing the dia phragm to the required assembling position 9 - Place the pump cover in position, taking care that the diaphragm is not creased up. Securely tighten cover screws diagonally 10- Fill lower pump chamber with Universal Grease VW - A 052 (anti-freeze). The grease ‘assumes a liquid condition at operating tem= perature, ensuring a proper lubrication of ‘ll moving parts. The lubrication is improved by the engine oil which Is fed info the pump chamber through the push rod bore in the fiber flange, rendering another grease packing unnecessary. Rocker arms and push rods which ‘are devoid of grease or oil indicate a leaky diaphragm. Note. - Only use genvine SOLEX Spare Parts to assure © periccl functioning of the fuel system under all con ‘itone of operation.Symptoms Fuel Pump Trouble Checking Cause Remedy 1 = Pump leaky at jointing faces Loss of fuel @- Slotted screws insecure b- Diaphragm cracked @- Tighten screws bb Renew diaphragm (vw 328) 2- Diaphragm lecks at rivets Loss of fuel Diaphragm damaged by unskilled assembly Renew diaphragm (vw 3285) 3+ Diaphragm material leaky Loss of fuel Diaphragm material damaged by solvent substance in fuel Renew diaphragm (vw 3286) 4- Excessive pump stroke: Overstraining the diaphragm Pump incorrectly installed, gasket too thin Correctly install pump (VW 3260), check diaphragm, i necessary 5 - Pump pressure low ‘a Pump incorrectly installed, gasket too thick - Spring pressure low a Correctly install pump (VW 3280) b- Renew spring or, if necessary stretch it apart 6. Pump pressure excess: ive: Float needle valve forced down a Pump incorrectly installed, gasket too thin b- Spring pressure excessive 0 Correctly install pump (vw 3280) b- Renew spring or, if necessary, bring intermediate turns further together 7 - Fuel pump inoperative or insufficient fuel delivery Valves leaky oF sticking Check valves, renew valves and valve seats, if necessary® Fuel Tank Eo The fuel tank, capacity 40 liters (10.5 U.S. gals.: 8.8 Imp. gals) including a fuel reserve of 5 liters 1.3 U.S. gals.; 1.1 Imp. gals), is accessible by lifting the front bonnet. The tank is provided with a large filler opening Removing and Installing Fuel Tank 1.- Close the fuel tap and disconnect fuel hose from fuel pipe 2-Remove split pin at the end of the fuel tap operating rod, with the rh, front wheel taken off, and remove operating rod. 3-Unsrew the four tank mounting screws and Lif off the tank. 4- Remove fuel tap. 5- Flush tank with fuel and blow it out with compressed air. Installation This is @ reversal of the removal procedure, but the following points should be noted 1 - Place fuel tank anti-squeak packing in position: renew packing if damaged 2- The fuel tap operating rod must neither be tight nor rattle in its guide hole in the body. Note correct seating of grommet. Rods having 4 fight fit should be installed with the use of French chalk or brake fluid (Caution! Brake fluid hos a detrimental effect on the paint). Note: The fuel fank used on cars up to Chassis No. 1 - 0116 975, Ino longer available as a spare part. When new tanks ‘re required, vse the lates! pattern and medily the body ‘5 detailed below 1 = Cut out fet and right tank supports, including the tangle plates, and weld inthe latest paern supports Extend the front ang rear edges ol the tank maunting ‘operture up fo the cow side panels 2-- Altech fuse box to cowl side pane! 3 = Drill hole in center for fuel tap operating rod and plug up the old holeFuel Tap Fuel passes through a filter in the tank via the fuel tap and another filter into the fvel line. The tap is operated from the front seat. Its three positions are: A (= open), Z (= shut off), R (=reserve) Cleaning To remove the filter, loosen the knurled nut or wing nut at the bow! base and remove the bow! Screw out the filer and clean it. With the fank in situ, the tap is accessible from under the car, or, ‘fier one front wheel has been removed, from the side, or through the right-hand inspection hole in the body. The filter should be cleaned in fuel and afterwards dried with compressed air. Afler ‘assembly, check tap for leaks. Drain line withthe tap set at “open Drain line withthe top sot at “reserve Gasket Fuel hose = Gasket Filter bow! Filter in tank 1 2 3 4 5 6 7 8 9 = Operating rod = Fuel tap nut 10- Three-way tap 11 Three-way tap gasket 12- Filter Removing and Installing Fuel Tap To clean the fuel tank and the filter in the fuel tank, the tap must be removed. Removal Installation 1/- Remove and drain fuel tank. This is a reversal of the removal procedure, but the following points should be noted: 2-- Release fvel tap and remove tap. 1/- Thoroughly clean fuel tank. 2- Renew gaskets. 3 - Clean filter with compressed air. 3 After installation, check connections for leaks.Reconditioning Fuel Tap Disassembly ‘Two types of fuel tap are used in series production. Type A (with knurled out) Type B (with wing nut) 1/- Remove fuel tap. 11. Remove fvel tap. 2-Serew out stop of three-way tap. Release 2 Screw out stop of three-way tap. lockserew for ring screw. & Gey. v a, < ' @ecedy) = Remove three-way tap and rubber seal, using __3- Press down ring cap with a plece of tube and hook spanner for fuel tap. remove cirelip, - Release knurled nut and remove bowl. 4 - Remove three-way tap and rubber seal = Unscrew filter retaining screw and remove filter. 5 - Release wing nut and remove bow!6- Unscrew filter retaining serew and remove filter. Assembly This is @ reversal of the preceding operations, but the following points should be observed 1.- Thoroughly clean all components and dry them th compressed air, 2 Install new rubber parts Important ‘Onyl use genuine rubber parts supplied by the factory, as others will be affected by the fuel.Fine Fuel Filter (Optional fiting) General The filer in the fuel tap is generally sufficient to exclude dust and water. An additional filter may be fitted in such cases where {uel is filled into the tank mostly from barrels or cans, when dirt is likely to enter the fuel system. This filler can be ob: tained as an exira part. Installation 1 Shut of the fuel tap. 2. Disconnect fuel hose from pipe leading to fuel pump (use open end spanner) 3 Remove fuel line to fuel pump. 4- Bend fuel line to fuel filter as shown below. o 5 Bend fuel line between filler and fuel pump — as shown below. Only use copper-plated Pipes. 6 Install filler and fuel lines. Connect fuel hose tand open the fuel tap. Cleaning 1. Unserew bowl. 2-Remove and wash filter insert, Renew if damaged 3 Clean filer housing, 4 Assemble filter. Note correct position of gasket4) Fuel Tank er (From August 1955) ‘The fuel tank has a capacity of 40 liters (10.5 U.S. gals.; 88 Imp. gals.). Access is obtained through the rear- hinged front hood. Fuel Tank Removal and Installation Removal 1 -Lif out spare wheel, jack, and tools. 2-- Remove luggage space floor cover. 3- Shut the fuel tap. 4- Remove cotter pin at the end of the fuel tap ‘operating rod, with the r-h. front wheel taken off, and withdraw operating rod. 5 - Pull the flexible fuel hose off the fuel tap. 6 Remove the four tank retaining screws and lift off the tank 7-- Remove fuel tap. 8 Flush the tank with fuel and blow it out with compressed air. Installation To install, reverse the preceding operations and observe the following points, 1 Place fuel tank anti-squeak packing in position; renew packing if damaged Note: From Chassis No. 1.600 440 a & mm (286") thick fea! of foam material is installed between fuel tank flange andthe luggage compartment floor as a Protection against water and dirt This seal may fubsequently be insolled on all VW Passenger Cars from Chossis No. 1 -0929 748. lt is recommended to-cement the seal fo the underside of Ihe ange prior fo installation ofthe tank, preferably with Universal Glue D12. 2- The fuel tap operating rod must neither be tight nor rattle in its hole in the body. Note correct seating of grommet. Rods having a tight fit should be installed after applying French chalk or brake fluid (Caution: Brake fluid will affect paint Note: The fuel tank filler cap serves the dual purpose of pro- viding a seal and compensating any diflerence inthe Pressures ofthe mosphere and the tank. 1 fuel leaks out of the filer cap, proceed as follows to ‘liminote the source of the trouble 1 = Remove the cap and make sure that the cork gasket ie of a thickness of af least 2.3 mm (09°) and suff Ciently supple. Renew hard or damaged gaskets. I fhe new goskel is available, place old gasket for @ few minutes in warm water and reinsal 2 + Check filler orifice edge for evenness (e.0. with a las plote ond e feeler gauge). Permissible un- Everness: 0.1-mm (.004"). Greater deviations ond ‘damage, which might have been caused in refueling, fare not Compensated by the cap gotkel In such cases, Emooth off the filer orice edge with a finishing Mle Make sure that no metl chips drop into the tank. I hecessary, flush out the tank 3 = i no remedy is effected by the ebove measures, re place the filler cop, as the valve or the sealing In the op is then likely to be selective. Note Wa proper sealing cannot be elfected in workshops. 0 rubber goske! for sealing the cap to the filer orice is Gvailable os Service Part Part No. 114 201 $57 8 = 100 mm 411 201 557 C= 80mm 211 201357 A = 60mm D The material of this gasket is very supple, assuring beter seal in cases of greater Irregularities inthe filer contac surface that are dificult to remove,Fuel Tap Fuel passes through a filer seat, Its three positions are: a4 ——8 4 9 5 3-10 1 Fier 2-- Drain line with the tap set at open’ sf at “reserve! 7 Fuel tank 3 Gasket 8 Union nut 4 Fuel line connection 9 Three-way top. 5 Three-way tap seal 10 - Operating lever Fuel Tap Removal and Installation To clean the filter and the tank, the tap must be removes. Remove and drain fuel tank 2 Loosen fuel tap nut and take off the tap. 3- Clean filter with compressed air. Note! Installation upper edge of the pipe. Reverse the preceding operations and observe the following points: 3- After inst Carefully clean fuel tank. ness. 2- Use new fuel tap gaskets ‘The cork dise between the fil drain pipe should be nearly flush with the rand the long lation, check connections for tight:PRINTED IN GERMANY Lxsse 1Nes9 Reconditioning Fuel Tap Disassembly 2 gor) Remove the fuel tap and proceed in the following order: 1.- Screw out stop of three-way tap, 2 Press down ring cap with a piece of tube and remove retaining ring 3 Remove three-way tap and seal Assembly ‘This is the reversal of the preceding operations, but the following points should be observed: 4- Thoroughly clean all components and dry them with compressed air. 2- Use new seal. Important Only use genuine seal supplied by the factory, as others are liable to be affected by fuel 3 - Push the rubber seal over the provided locating tubes Note: (On cars which have been inservice for a prolonged period fol time the fuel tap control may become dificult o actuate {due to sifiness, and may powbly couse the cater pin linking the ontrol_rod with the tap to shear off. Such iifinets should be overcome as described below Fuel Tap Control 1.- Remove, disassemble, and clean fvel tap. 2-Smooth down frictional contact surfaces of three-way tap ring cap and tap housing with extremely fine emery cloth and apply graphite ‘grease prior to assembly. Care should be taken that the grease is evenly and thinly spread with @ clean rag, 3- The cotter pin has only a slight clearance in the holes of the control rod and the tap. Make sure that the control rod Is in line with the tap sem, a8 @ tilted position of the tap will result in fuel leakage.4-10 Not From Chassis No. 1 498 843 the gasket between filer and {el tap has been omied on approximately 31 000 VW Passenger Cars. A seal is insured by a press ft between filter and fuel tap housing. The upper gasket between the fuel tank and the fier willbe insalled as before The purpote of this alteration is 1o do eway with leaks at the fuel top because of an eccentrically postioned Sosket,Pg Ww) Special Hints Inspection of Fuel System the fuel supply to the carburetor is interrupted, check as outlined below. Sequence of Operations 1/- Check quantity of fuel in tank. The air vent hhole in the fuel tank filler cap must not be obstructed 2- Check position of fuel tap. 3 Disconnect {vel line at the carburetor, leaving {a free outlet from the pump. Apply the starter button with the spark plug leads disconnected ‘and check if fuel is delivered by the pump. = If fuel is delivered by the pump: Check pump pressure. Inspect float needle valve ‘and carburetor jets for dirt and foreign matter. bb Ifo fuel is delivered by the pump: 4 - Disconnect fuel line to fuel pump. = If fuel is coming out: Check fuel pump for leaks. Retighten screws and connections: remove and check fuel pump, if necessary. b= Ino fuel is coming out 5-Remove fuel tank; check fuel tap; clean filler; inspect goskets. 6 - Connect fuel line to compressed ai line. Fuel-Mileage Test Mileage Test in Car (Average consumption) ‘An accurate measurement of the fuel consumed can be made with @ fvel-mileage tester which should be installed near the driver's seat. The fuel-mileage tester is connected to the engine by means of hoses. A switch should allow the test system fo be cut out If the test result corresponds to the figures given by the factory, the driving habit or special ope- rating conditions are responsible for @ high fuel consumption. To carry out the test, the following points should be noted: 1- Adjustment of fuel pump, carburetor and ignition must be correc 2-The engine must have attained operating temperature before conducting the test 3 The car must be normally laden. 4+ Conduct the test on @ level road and under average driving conditions. Periods of idling, stop and go operation, short trips resulting in Insufficient warm-up, rapid acceleration, and driving at top speed have a definite effect on the fuel consumption, 5- Only trade-mark fuel should be used. The consumption should be determined as follows Liter per 100 km (metric) _ Fuel consumed (liter) ~ Length of test course (km) * 10° 6- The engine and the fuel system should be thoroughly checked, if there is a considerable difference between the result of the fuel mileage test carried out as outlined above and the nominal fuel consumption figures aiven by the factory. Note. - A fuel-mileage test by means of fuel level gouge and the mileage recorder generally gives only fn approximate fuel consumption figure and should therelore, be avoided.Fuel Consumption Test on Engine Test Bench The fuel consumption can also be checked on the engine test bench by means of a gauged test con- tainer and a stop-watch. The consumption can be determined by making the engine subject to a given load and speed during a fixed time. The consumption figures for 100 ev. em (6 ev. ins.) ‘are given in the chart below. Example: With a speed of 100 r.p.m. and @ brake load of 4.60 kg (10 Ibs.), 100 cu. em (6 cu. ins.) should be Used up within 86 and 93 seconds. The chart only applies to engines which are com- pletely broken in (run in) and equipped with o SOLEX Carburetor 28 PCI. The chart contains only the speeds equivalent to 50 km p.h. (30 miles), 70 km p. h. (45 miles), 90 km p. h (55 miles), and full throttle, All further measurements at other speeds are unnecessary, as the characteristic ‘of the consumption is equal throughout the fotal range of load. poe aa nem Hooter teen ee) eae 32 1500 G0km phisomeny) 131 16s a novgotmenjsmen)| Bb 33 ois Hmpormenissmpn)| — 545— 580 800-83 Asoo a ert) os Note. - Generally, the brake load is belween 8.0 and 83 kg at 3000 rpm. Ila higher brake load is reached, the time for the consumption of 100 cv. em (6.0 cu ins) may go down lo 38.5 sec. I the given brake load is not reached, the con somption may require 4&5 see{w) Special Hints 1192 c.c. Engine, Compression Rat 6A and 6.6 hemor’ (From January and September 1954 respectively) Carburetor Adjustment Specification Data Compression Ratio oa 66 Venturi . 215 mm dia 21.5 mm dia Main jet . 1225 ws Air correction jet 200 195 Pilot jot so 50 Pilot jet air bleed 0.8 mm dio 0.8 mm dio, Pump jet 50 50 Pump air correction jet 20 20 Emulsion tube 2 » Float needle valve 15 15 Float weight 125 grams 125 grams Pump feed 050 + 010 c<. per stroke 0.50 + 0.10 c.. per stroke Fuel Consumption Test on Brake Craig ee eee eee Brake load Engine speed = . " <— car speed (6 cu. ins.) fuel in seconds: ts) (pm) (km) (miles ee 315 1500 soot 128 198 198 148 465 2100 nm «8 a 9 90 —97 665 2700 56 545— 585 555— 595 785 3000 10 area “4a e794 3400 Full throttle 3% “37Carburetor “Icing” During the cold season, some YW owners complain about poor acceleration and a tendency of the engine to stall when idling, coupled with an excessive fuel consumption. A thorough check usually does not reveal any defect or maladjustment, An “icing of the carburetor if frequently found to be reponsible for the trouble. ‘This phenomenon is caused by certain weather conditions. It may occur at temperatures between 0° and 10" C (32° and 50°F). Temperatures between +2" and +6 C (35,6 and 42,8" F) have proved to be particularly critical in this connection. The degree of humidity has, apart from the temperature, an important bearing on icing. The tendency of the carburetor to freeze up is promoted at a humidity in excess of 70 per cent, Following are the symploms of carburetor “icing” @- Engine stalls when idling. This may happen even aller a longer period of operation (10—15 minutes) in ity traffic, The best proof that the stalling is attributable to “icing” is when the engine runs smoothly again after having waited for a few minutes with the engine idling. The reason for the stalling is ice forming on the throttle valve and freezing up the space between throttle valve and carburetor throat. It is also possible that the idle port is blocked by ice. b- Poor acceleration under small loads. This is also caused by the conditions detailed under “a-". The ice will melt when the carburetor receives sufficient heat from the engine. That is why any ice will hardly be detected in checking the engine at the workshop. ‘c= It is possible that ice will form ot the air correction jet and at the mixture outlet holes in the spraying well, which may substantially increase the fuel consumption. ‘The tendency of the carburetor to freeze varies withthe various brands and grades of fuel, It can be diminished by adding anti-freeze agents fo the fuel. Some well-known brands of fuel contain such agents, at least during the critical season. Preignition ‘The commercial fuels of some countries vary quite 4 Excessive accumulation of combustion residues considerably in respect to certain qualities which in combustion chambers in connection with ‘are not exactly laid down in the usual specifications. working conditions, way of driving and fuel This also applies to the sell-ignition temperature of used. the fuel. With a somewhat lower selfignition temperature preignition can occur in the engine, especially under the following circumstances: 5 Inadequate cooling of the engine owing to insufficient tension of the fan belt or dirty 1/- Incorrect carburetor idling adjustment (too egos rich oF 00 fas). 2- Incorrect ignition timin a i In exceptional cases where preignition cannot be dealt with satisfactorily in the workshop, o pila jt with electro-magnetic shut-off valve (Part No 3- Incorrect cooling air throttle ring adjustment, 111 129 413) is available for service installationInstallation: ‘a= Remove standard pilot jet and install pilot jet with electro-magnetic shut-off valve, bb Attach connecting cable to terminal of pilot jet with electro-magnetic shut-off valve and to terminal 15 of the ignition coll (length of the cable about 400 mm/15.74") Operation When the ignition is turned off, the jet needle, ‘operated by an electromagnet, closes the pilot je! s0 that no more fuel can pass through. This prac tically eliminates preignition. The jet is opened ‘again by turning the ignition on By turning the hand lever the electromagnet is switched off. The pilot jet with electro-magnetic shut-off valve is switched on when the handle of the lever points towards the fan housing. In the ‘opposite position it works like an ordinary pilot jet For cleaning purposes the jet piece can be removed from the housing, Maintenance other than this is not necessary. High Altitude Corrector To ensure satisfactory mixing in the carburetor even at high altitudes, o high altitude corrector (Spare Part No. 111 129 501) can be fitted in 1192 cv. em engines in place of the main jet carrier.Operation of the high altitude corrector The main jet carrier is replaced by the high altitude corrector which is mounted in the same manner os the main jet carrier. The main jet (1) through which the fuel, coming through an annular chamber from the float housing, has to pass, is screwed to one end of the high altitude corrector. The {vel is supplied fo the main jet through 4 obli- que bores, and through a small bore between the ‘main jet and the 4 oblique bores. The fuel also flows into the thermostat chamber (3) ‘The governor thermostat (4) is supported oxially ‘and fixed in position at the end opposite to the main jet, by means of @ pin which is screwed into the housing. Mounted at the other end of the thermostat, the needle (2) slides freely in the passage leading to the main jet. ‘As the thermostat (6) expands due to the atmosperic. pressure at high altitude, the needle throttles pro- gressively the fuel supply for the main jet je. the change in atmospherie pressure alters the length of the thermostat and, consequently, the position of the needle, thus governing the {vel supply. At sea level, the needle will be in a position which does not affect fuel consumption. Caution When the high altitude corrector is mounted, the governor thermostat is properly set by meant of the adjusting nut (8) which is secured with a lock washer (5). This ad- justment must not be altered by any means.® Tools and Appliances Pr PRINTED Inv GERMANY I Service Tools VW 126a Fuel Pump Wrench VW 3282 Fuel Pump Push Rod Gage VW 328b Fuel Pump Diaphragm Gage 1 VW Sp 2. VW Workshop Equipment for Local Manufacture (The earlier VW Number is given in brackets) VW 663 (VW 364) Fuel Pump Tester 3+ Normal Hand Tools Screwdriver, 6 mm Carburetor screwdriver Combination pliers Pipe wrench ‘Mechanic's hammer, 300 grams Triangular scraper Open-end wrench, 8 mm Open-end wrench, 11 mm Open-end wrench, 12 mm ‘Open-end wrench, 14 mm Open-end wrench, 17 mm Box wrench, 14 mm Box wrench, 17 mm C-shaped box wrench (Starterblockschlussel) Wire brush Hand vice Oil-can Can for derusting fluid Grease container Scratch awl Caliper square, 300 mm in length, measuring 1/50 mm Top M6 Die stock, size 1 Diemé Tap wrench, size 1, adjustable Drill, 5.0 mm Drill, 7.0 mm Inspection lamp with cable and plug Electric drill 4. Supplementary Workshop Equipment Fuel mileage tester Engine test stand