Service Manual

SERVICE GUIDE

DR. lNG. h.c. F. PORSCHE KG
STUTTGART-ZUFFENHAUSEN

Subject to Changes Edition 1966 Printed in Germany

Technical Stage as of September 1966 A11 rights reserved
Ref.No. 4806.20
© by Dr. - Ing. h . c. F er d in an d Porsche

Stuttgart 1966

INTRODUCTION
TO THE PORSCHE FOREMAN AND MAINTENANCE TECHNICIAN
As you already know, there is great similarity between the 912 and 1600 SC engine. Thus you will find
many familiar instructions in this Service Guide for the 912 engine.
Chassis design of the 912 Porsche is basically the same as that of the Type 911. Consequently, you may
apply the workshop manual for the Type 911, in combination with this Service Guide for the 912 engine,
to the 912 Porsche as well.
The choice of arranging your Porsche manuals is being left to your discretion. You may remove from your
9ll·Workshop Manual the chapter dealing with the 911 engine and replace it with this Service Guide for the
912 engine, thus having a complete 912 Workshop Manual; you may supplement your 911 Workshop Manual
with this Service Guide for the 912 engine to have both types in a single book; or you may retain your 911
Workshop Manual and this Service Guide for 912 engines in separate books to have ample space in each book
for the inclusion of notes and supplements.
All pages of this Service Guide for the 912 engine have been marked "912” to preclude misfiling.
The procedures, tool application and identification have, of course, been adopted from the 911 Workshop Manual.
We hope that this Service Guide for the 912 engine will aid you in your efforts to skillfully service all Porsche cars.

DR. - ING. h. c. F. PORSCHE KG.
CONTENTS

GROUPE: ENGINE AND CLUTCH

Engine Assembly
Engine Serial Number, location …………………………………………………………………........... E1

Cylinders and Main Bearings, numerical designation …………………………………….……………. E2
Engine, cross-sectional view …………………………………….……………………………………... E3
Engine, description ……………………………………………………………………………………... E4
Service Operations:
1 En Engine, removing and installing ….…………………………………………………………….. E8

2 En Engine, disassembling and reassembling……………………………………………………….. E 10
COOLING SYSTEM
Service Operations:
3 En Cooling Air Shrouds, removing and installing …………………………..………………….... E 18

4 En Cooling Blower Housing, removing and installing ………………………………………….. E 21
5 En Cooling Blower, removing and installing …………………………………………………….. E 23
6 En Cooling Blower Impeller, removing and installing …………………....................................... E 24
7 En Air Hose Connecting Duct, removing and installing …………………..................................... E 25
8 En Lower Duct with Air Gates (Export), installing ……………………….................................... E 26
9 En Air Gate Assembly (Type 356B/T6), installing ……………………………………………….. E 26
10 En V-belt Tension, checking ………………………………………………………………………. E 27
11 En V-belt Tension, adjusting……………………………………………………………………… E 27
EXHAUST AND HEATING SYSTEM
Heating System, Type 356B/T6, description …………………….......................................................... E 29

Heating System, Export, description ……………………………………............................................... E 32

Service Operations:

12 En Exhaust Muffler (with 356B/T6 heater), removing and installing ……………………………. E 34
13 En Heat Exchanger and Exhaust Pipe (with 356B/T6 heater), removing and in-stalling…………. E 35
14 En Exhaust Muffler (with Export heater), removing and installing ………………………………. E 36
15 En Heat Exchanger and Exhaust Pipe (with Export heater), remove and install ………................. E 36
16 En Heater Control Cable, removing and installing ……………………………………………… E 37
17 En Control Lever Assembly, disassembling and reassembling……………………………………. E 38
ENGINE LUBRICATION SYSTEM
Oil Circuit, diagram …………………………………………………………………………………….. E 39

Oil Circuit, description.………………………………………………………………………………… E 40
Service Operations:

18 En Oil Strainer, removing and installing ………………………………………………………….... E 41
19 En Oil Pressure Relief Valve and Bypass Valve, removing and installing ……………………….... E 42
20 En Oil Cooler, removing and installing …………………………………………………………..…. E 44
21 En Oil Pump, removing and installing …………………………………………………………..….. E 45
22 En Bypass Oil Filter, changing cartridge …………............................................................................ E 46
CYLI NDER HEADS AND VALVES

Service Operations:

23 En Rocker Arm Carrier, removing and installing ………….................................................................... E 46

24 En Rocker Arm Carrier, disassembling and reassembling ……………….............................................. E 48
25 En Cylinder Heads, removing and installing ………………………………………............................... E 49
26 En Valve Springs, removing and installing. …………………………………….................................... E 51

27 En Valve Guides, checking for wear ………………………………………………............................... E 52
28 En Valve Seats, checking and reconditioning ……………………………………................................. E 53
29 En Valves, refacing ……………………………………………............................................................. E 54
30 En Valves, seating ………………………………………………………………................................... E 55

31 En Valves, inspecting …………………………………………….......................................................... E 55
32 En Valves, testing for leakage…………………………………………………….................................. E 55
33 En Valves, adjusting clearance……………………………………………............................................. E 56
34 En Valve Timing and Clearance, checking ……………………………................................................. E 57
35 En Cylinder Heads, reconditioning and exchange ……………………………….................................. E 58

CYLINDERS AND PISTONS

Service Operations

36 En Cylinders, removing and installing …………………………………............................................... E 59
37 En Cylinders, inspecting ………………………………………………................................................. E 60
38 En Pistons, removing and installing ………………………………....................................................... E 61

39 En Pistons, inspecting …………………………………………............................................................ E 64
40 En Piston Size Table ………………………………………….............................................................. E 65

CRANKCASE

Service Operations:

41 En Crankcase, disassembling and reassembling ……………………................................................... E 66
42 En Distributer Pinion Shaft, removing and installing………………………......................................... E 69

43 En Oil Seal at Bearing 4, removing and installing ………………………………................................ E 70
44 En Bearing 4, removing and installing ………………………………………...................................... E 71
45 En Timing Gear Cover, removing and installing …………………….................................................. E 72
46 En Flywheel, removing and installing …………………………………………................................... E 73
47 En Crankshaft Pulley, removing and installing …………………………………................................. E 75

48 En Oil Seal at Flywheel, removing and installing ………………………………................................. E 75
49 En Camshaft, removing and installing ……………………………….................................................. E 76
50 En Crankshaft with Connecting Rods, removing and installing…………………................................ E 77
51 En Connecting Rods, removing and installing …………………………………................................. E 78

52 En Connecting Rod Bushings, installing ………………………………………………...................... E 79
53 En Connecting Rods, measuring and realigning …………………………………............................... E 79

CRANKSHAFT

Service Operations:

54 En Crankshaft (plain-bearing), disassembling and reassembling …………….................................... E 80
55 En Crankshaft End Play, checking and adjusting ………………………….......................................... E 81
56 En Crankshaft, reconditioning …………………………………………………………..…................. E 83
Crankshaft Journal and Bearing Dimensions ………………………............................................... E 83
CLUTCH

Clutch Description ……………………………………………………………………............................... E 87
Service Operations:
57 En Clutch, removing and installing ……………………………………............................................... E 88

58 En Clutch Disc, inspecting ………………………………….............................................................. E 89
59 En Clutch Assembly, inspecting …………………………………....................................................... E 90
60 En Clutch, adjusting ……………………………………….................................................................. E 91
61 En Clutch Free Play, adjusting at clutch lever ………………….......................................................... E 91
62 En Clutch Free Play, adjusting at clutch pedal …………………………............................................. E 91
63 En Clutch Pedal Travel limiter, checking and adjusting …………………………............................... E 92
64 En Clutch Cable, removing and installing ………………………………............................................. E 93
Clutch Service Diagnosis ……………………………………….................................................................. E 94
Tolerances and Wear Limits …………………………………………......................................................... E 95
Torque Values for Bolts and Nuts ………………………………………..................................................... E 105
CONTENTS
GROUP F: FUEL SYSTEM
Fuel system, description ……………………………......................................................................... ....... F1

SOLEX 40 P II-4 Carburetor, description ……………………………….……………............................. F3
Carburetor Specifications ……………………………………................................................................... F 11
Service Operations:
1 Fu Fuel Line, removing and installing …………..………..................................................................... F 13

2 Fu Carburetor, removing and installing …………………………….……………................................. F 13
3 Fu Carburetor, cleaning …………………………………...................................................................... F 14
4 Fu Carburetor, disassembling and reassembling ………….……........................................................... F 14
5 Fu Injection Quantity, adjusting …………………….…….................................................................... F 16
6 Fu Idle S peed, adjusting ... . ................................................................................................................... F 17
7 Fu Float Level, checking ……………………………..………............................................................... F 18
8 Fu Air Cleaners, removing and installing ………………………........................................................... F 19
9 Fu Intake Duct, removing and installing …………………………….……………................................ F 20
10 Fu Throttle Linkage, removing and installing ……………………......................................................... F 20
11 Fu Throttle Linkage, adjusting ……………………………………………............................................. F 21
Carburetor Service Diagnosis ……………………….………………........................................................... F 23
Fuel Pump, description.................................................................................................................................. F 25
Service Operations:
12 Fu Pump Pressure, testing …………………………………….………………………............................ F 28

13 Fu Fuel Pump, removing and installing ………..…………..................................................................... F 28
14 Fu Fuel Pump, reconditioning ……………………………....................................................................... F 29
CONTENTS
GROUPE: ELECTRICAL SYSTEM
Description of electrical system ………………………………………….………………......................................... L1

Fuses and bulbs ……………………………………………....................................................................................... L3
List of bulbs ………………………………………………………........................................................................... L4
GENERATOR
Generator (general, method of operation, construction) ……………………………………..................................... L5
Operations
1 LI Renewing ignition warning light ………………………………………........................................................... L7

2 LI Checking generator……………………………………………………………………………........................ L8
3 LI Removing and refitting regulator switch……………………………………………………………………... L 10
4 LI Checking brushes and commutator.................................................................................................................... L 10
5 LI Removing and refitting generator ……………………………………........................................................... L 11
6 LI Dismantling and reassembling generator.......................................................................................................... L 11
7 LI Checking armature ……………………………………………....................................................................... L 12
8 LI Checking field coils …………………………………………………………………………………............. L 13
Generator faults and their elimination ………………………………………….................................................... L 14
STARTER
Starter (general, method of operation) ……………………………………............................................................ L 15
Operations
9 LI Removing and refitting starter…………………………………….………………..………………............... L 17

10 LI Removing and refitting solenoid………………………………………………….………………………..... L 17
11 LI Checking brushes and commutator …………………………………………................................................. L 18
12 LI Dismantling and reassembling starter…………………………………………………………...................... L 18
Associated technical data …………………………………………………………………………………............. L 24

Starter faults and their elimination ………….………………………………………………….............................. L 25
BATTERY
Operations
13 LI Maintenance of battery …………………………….……………………………............................................ L 26
IGNITION
Ignition (general, method of operation, construction)………………………….………………………................... L 28
Operations
14 LI Eliminating ignition faults ………………..…………………………………………...................................... L 29

15 LI Adjusting contact breaker points ……………………………………….......................................................... L 30
16 LI Renewing contact breaker points....................................................................................................................... L 30
17 LI Setting ignition timing....................................................................................................................................... L 31
18 LI Checking automatic ignition advance............................................................................................................... L 31
19 LI Removing and refitting distributor................................................................................................................... L 33
20 LI Checking condenser.......................................................................................................................................... L 34
Spark plugs (general, maintenance, testing)............................................................................................................. L 34
LIGHTING
Headlamps (general, description, maintenance)......................................................................................................... L 35
Operations
21 LI Renewing headlamp bulb.................................................................................................................................. L 36

22 LI Renewing headlamp coils.................................................................................................................................. L 37
23 LI Adjusting headlamp and dip beam.................................................................................................................... L 37
24 LI Checking headlamp voltage............................................................................................................................. L 38
25 LI Removing and refitting BAL switch................................................................................................................ L 39
26 LI Renewing winker return spring...................................................................................................................... L 41
27 LI Renewing winker, parking light, reversing light and stop light bulbs.............................................................. L 41
28 LI Renewing fog lamp bulbs................................................................................................................................. L 42
29 LI Removing and refitting door micro switch....................................................................................................... L 42
30 LI Renewing interior light bulb.............................................................................................................................. L 43
31 LI Changing boot lid bulb....................................................................................................................................... L 43
32 LI Renewing number plate illumination bulb........................................................................................................ L 43
INSTRUMENTS
Instruments (general)................................................................................................................................................... L 44
Operations
33 LI Removing and refitting instruments................................................................................................................ L 44

34 LI Renewing warning light bulbs and instrument panel illumination bulbs..................................................... .... L 45
35 LI Removing and refitting fuel gauge tank unit.................................................................................................... L 45
36 LI Renewing reversing light switch..................................................................................................................... L 45
Headlamp flasher switch........................................................................................................................................... L 46
37 LI Changing fuses................................................................................................................................................ L 46
38 LI Removing and refitting horns....................................................................................................................... L 47
Screen wiper (general).............................................................................................................................................. L 47

39 LI Removing and refitting wiper motor with linkage. ....................................................................................... L 47
40 LI Screen washer unit....................................................................................................................................... L 48
Radio reception.................................................................................................................................................... L 49
Electrical data.......................................................................................................................................................... L 51

LOCATION OF E NG I NE S E R I A L N U M B E R
912

Fig.1

E1
NUMERICAL DESIGNATION OF CYLINDERS AND MAIN BEARINGS

A. CYLINDERS
Direction of travel

Viewed in direction o f travel:
I II Cylinder I: Front, right side

Cylinder II: Rear, right side
Cylinder III: Front, left side
Cylinder IV: Rear, left side
III IV
Fig. 2
B. MAIN BEARINGS

Bearing 1: Inside diameter 50 mm, sleeve insert (flywheel-end)
2: 55 mm, split insert
3: 55 mm, split insert
4: 40 mm, sleeve insert (at crankshaft pulley)
E2
CROS S -SE CTIONAL VIEW OF ENGINE
912
2 3 4 5 6 7 8 9 10 11 13
Fig. 3
14 15 16 17 18 19 20 21 22 23 24 25
1 Clutch 13 Pulley retaining nut

2 Flywheel 14 Flywheel gland nut
3 Main bearing journal, Bearing 2 15 Cylinders and pistons
4 Cooling air inlet 16 Camshaft
5 Cooling blower impeller 17 Oil strainer
6 Air blower housing 18 Magnetic filtering e l ement
7 Oil filler 19 Connecting rod bearing cap
8 Generator 20 Oil suction tube
9Generator carrier 21 Timing gear
10 V -belt 22 Oil pump
11 Spacers, adjusting V -belt tension 23 Camshaft drive gear
12 Bearing sleeve, Bearing 4 24 Distributor drive gear
25 Crankshaft pulley
E3
ENGINE DESCRIPTION
General
The Porsche engine is an air cooled, flat, four

cylinder engine with overhead valves (OHV),
operating on the Otto four-stroke-cycle prin-
ciple. The engine is attached to the transmis-
sion by four bolts, forming a power train which
is suspended in the unitized body in four moun-
ting points, that is, a two-point forward mount
at the transmission neck, and a two-point rear
mount in the form of a transverse carrier situ-
ated near the crankshaft pulley.
Fig. 4
2 3 4 5 6 7 8
Fig. 5
9 10 11 12 13 14 15
Bottom View of Vehicle
1 Transmission filler plug 9 Forward power train carrier

2 Transmission drain plug 10 Suspension control arm
3 Transmission 11 Heating air control gates
4 Clutch control lever 12 Axle shaft
5 Engine drain plug 13 Shockabsorber
6 Oil strainer cover 14 Heat exchanger
7 Crankcase 15 Tail pipe
8 Exhaust muffler
E4
Crankcase 912
The cast - light alloy crankcase consists of two
crankcase sections and a timing gear cover.
It is possible to replace the timing gear cover alone,
if the dovel pin bores are bored to 8, 1 mm diameter.
before assembling.
When assembling, first tighten the screw lightly,
then while turning the crankshaft tighten to the
correct torque.
Fig. 6
CRANKSHAFT AND CONNECTING RODS
The four connecting rods ride on the plain-bearing

crankshaft in lead-bronze bearing inserts. A 11
connecting rods have bronze piston pin bushings.
All crankshaft journa ls are soft nitrided.
Bearings 2 and 3 (see n from the clutch-end) are
split-sleeve inserts.
Bearing 4 may be replaced without disassembling
the crankcase by removing the timing gear cover. Fig. 7
Bearing 1 also takes up the crankshaft thrust. The flywheel, which also carries the starter gear teeth, is
attached to the crankshaft by means of a gland nut and fixed in position by 8 aligning dowel pins. The
camshaft gear and the distributor drive gear are locked to the crankshaft through Woodruff keys. The crank-
shaft pulley is attached to the crankshaft through a hex bolt and locked with a Woodruff key. The crank-
shaft is sealed in the crankcase through oil seals located at the flywhee l and crankshaft pulley ends.
PIS TONS
The light-alloy pistons in the Type 912 engine

have 3 piston rings each, the lowest ring being the
oil scraper.
The piston pins float in the connecting rod bushings;
they are contained within the pistons through the use
of circlips.
Fig. 8
Second Edition of this page , March 1967 E 5

CYLINDERS
The cylinders are made of carbon steel encased

with light -alloy cooling fins.
Fig. 9
CYLINDER HEADS
Each bank of two cylinders has a common, heavi-

ly finned, cast light alloy cylinder head with
shrunk-in valve seats and valve guides. Helicoil
inserts are used as spark plug seats.
The cylinder head accomodates the valves in a
"V" arrangement. No gasket is used between the
cylinder head and the cylinders.
Fig. 10
VALVE TIMING
The 3-journal camshaft rides on the base metal

of the crankcase. Camshaft drive is through
helical gears; the timing gear is of light alloy.
Valve timing is effected through cams, valve
lifters, pushrods, and rocker arms. Each cam
alternately actuates one valve of two opposing
cylinders. The exhaust valves are cased with
high -grade chrome -nicke l steel.
Fig. 11
COOLING SYSTEM
The engine is cooled by an air blower. The

blower impeller is situated on the extended
genera tor shaft which is driven by the crank-
shaft over a V-belt. The blower draws cool-
ing air through an intake in the blower hous.
ing and forces it over the heavily finned cy-
linders and cylinders heads. The cooling air
is guided by deflector baffles. Fig. 12
E6
912
Engine lubrication is effected through a forced-

feed system and includes an oil cooling provi-
sion,
The oil pump is situated in the timing gear
cover and is driven by the camshaft, The oil is
picked up from the lowest point in the crank-
case and forced into the oil cooler and the oil
galleries. Part of the oil is forced through the
main bearings into the drilled oil galleries in Fig. 13
the crankshaft and lubricates the connecting rod
bearings. A second part of the oil lubricates the
camshaft bearings, and still another part passes
through the hollow pushrods to the rocker arm
bearings, also lubricating the valve shafts. Cy-
linder walls, pistons, and piston pins are lubri-
cated through oil splash, Oil draining from the
points of lubrica don collects in the bottom of
the crankcase where it passes through an oil
strainer and a magnetic filtering element, both
entrapping foreign matter that may be suspended
in the oil, A bypass oil filter additionally cleans
the circulating oil,
OIL COOLING
The oil cooler is mounted on the crankcase in

the stream of cooling air forced through by the
cooling blower~ The oil cooler is so inserted in-
to the oil circuit that the oil pumped by the oil
pump must pass through the oil cooler before it
reaches the points of lubrication. Cooling of the
oil ensures that it retains its full lubricating
qualities even in very warm weather and under
Fig. 14
constant operating loads, When the oil is cold
and thickflowing, a pressure relief valve permits
the oil to bypass the oil cooler and flow directly
into the oil galleries.
OIL PRESSURE INDICATOR
A pressure-actuated swich is connected to the

pressure gallery between the pump and oil cooler.
The swich opens the electric circuit of the oil
pressure indicator lamp at a pressure between 0, 3
and 0, 6 atm (4. 5 - 8, 8 psi), causing the lamp to
go out. The lamp glows when the ignition is tur-
ned on and the oil pressure is low.
Fig. 15
E7
REMOVING AND INSTALLING ENGINE
General:
Depending upon the type of equipment at the 16. Disconnect throttle linkage from forward cross-
shop' s disposal, the steps involving the raising shaft (at transmission).
of the car, placement on stands, and removal
of the engine can be appropriately simplified, 17, Remove rear center-tunnel cover in passenger
Among others, the following devices may be compartment,
used:
lift, rolling stand, assembly stand or dolly, 18. Withdraw rubber boot in center tunnel by pul-
hydraulic jack, or chain jack, ling forward.
The engine can be removed only together with 19. Remove safety wire from conical bolt and un-
the transmission, Described below is the most screw bolt.
convenient procedure to follow:
20. Detach shift rod clutch from shift control lever,
Removal
21. Place jack, with carrier plate attached, in the
1. Disconnect battery. center of gravity of engine and transmission
with jack under slight pressure.
2, Open engine compartment lid.
22. Detach rear engine support from its base in body.
3, Detach hot air ducts from air gates and heat
exchanger, 23. Detach transmission support,
4. Detach both heat control cables (.applicable to 24. Lower the jack with care.
Export heater only).
25, Pull the jack with engine to the rear,
5, Detach hot air ducts from T -join between the
a ir cleaners, detach T -joint from bl ower 26, Detach transmission from the engine,
housing,
6, Remove air cleaner tops.
7. Detach cabl es from genera tor and blower

housing.
8, De tach cable from Terminal1 5, including

tachometer connection, a t the ignition coil,
9, Detach cables from oil pressure sensor and

oil temperature sensor.
10, Detach fuel intake line from fuel pump,

detach fastening clip from engine shield,
11. Detach axle shafts from connecting flanges,
12, Detach cables from engine starter,
13, Detach clutch cable from clutch control

lever.
14. Detach ground strap.
15, Disc onnect backup light cable.
E 8
Installation
912
Install engine in reverse order of the above, 5. Throughly clean the mating surface of
noting the following points: engine and transmission joining flanges,
1, Before attaching engine to transmission, 6. Care must be excercised when guiding the
check transmission input shaft for runout. transmission for attachm·ent to the engi ne
since damage may occur to the flywheel
bushing, throwout bearing, or transmission
input shaft. To align the clutch plate splines
with those on the input shaft, slightly turn
the crankshaft pulley, with transmission in
gear, until alignment is achieved.
2, Check clutch throwout bearing.
3. Fill flywheel bushing in gland nut with 2-3 cc 7. To attach the transmission, guide it to align
(,06- ,09 fl. oz.) graphite grease. the lowe r mounting holes, inserting the lower
bolts first, then push transmission fi rmly against
the engine until both flanges meet uniformly
on all sides. Tighten all retaining bolts with
equal torque .
4, Check and coat with graphite grease the

transmission shaft splines and pilot journal,
starter shaft bushing, and gear tee th of
starter drive pinion and flywheel gear. 8. Check clutch free-play, adjust if necessary.
Second Edi tion of this page, March 1967 E9

DISASSEMBLING AND REASSEMBLING ENGINE
S p ec ial Tools:
P 1a Electric piston heater P 44 Hex socket, 36 mm, flywheel

P 2 Piston pin mandrel tightening and l oosening
P 8a Piston ring compressor VW 307 Engine and transmission bench mount
P 42 Torque wrench, 50 mkg (362 lbs/ft),
flywheel tightening and loosening
Disassembly 4. Detach cable connecting coil and distributor,

remove distributor cover.
Disassemble the engine in the following order:
1. Drain engine oil.
Fig. 18
5. Remove air cleaners.
Fig. 16
6. Remove fuel lines and throttle linkage.
2. Remove engine front, rear, and side shields.
3. Remove exhaust m uffler and exhaust pipes

with heat exchangers,
Fig. 17 Fig. 19
E 10
912
7. Remove carburetors (2 Fu). 11. Remove shroud retaining bolts,
8. Remove V -belt. 12. Unfasten generator.
9. Detach oil lines from bypass oil filter. 13. Withdraw blower housing (4 En).
14. Remove cylinder shrouds and, in cases in-

volving the Export heater, lower air duct s ( 8 En).
Fig. 20 Fig. 22
10. Remove oil filler.
15. Remove fuel pump (13 Fu).
16. Remove distributor and distributor pinion shaft.
17. Remove generator carrier.
Fig. 23
Fig. 21
E ll
18, Remove rocker box covers,
19. Remove rocker arms.
20, Remove rocker arm carriers (23 En).
Fig. 26
26. Remove crankshaft pulley, withdraw Wood-

ruff key (47 En).
Fig. 24
27. Remove exhaust muffler brackets,
21. Pull out pushrods,
22, Remove intake ducts.
Fig. 25 Fig. 27
23, Remove cylinder heads (25 En). 28, Remove oil pump cover,
24, Remove pushrod tubes and air deflector

baffles.
25, Remove cylinders and pistons, marking each 29. Withdraw oil pump gears.
for reassembly (36 En, 38 En).
E 12
912
32. Remove flywheel (46 En).
33. Remove oil strainer cover and oil strainer.
34. Disassemble crankcase (41 En).
35. Withdraw crankshaft and camshaft,
Fig. 28
30. Remove timing gear cover (45 En).
Fig. 31
36, Withdraw valve lifters,
37. Withdraw bearing 2 and 3 inserts.
Fig. 29
31. Remove clutch ( 57 En).
Fig. 32
38. Re move oil seal, deflector, Bearing 4, and

Fig. 30 bypass valve from the timing gear cove r.
E 13
Reassembly 7. Insert thrust washer and oil seal.
8. Install camshaft end plug.

Reassemble engine in reversed order of the above,
noting the following points:
9. Join both crankcase halves,
1. Thoroughly clean crankcase parts, flush oil

passages with clean gasoline, install oil drain
plug.
2, Install bearing inserts for Bearing 2 and 3 into

the right and left crankcase halves.
3, Lubricate valve lifters with graphite oil and

install,
Fig. 35
10. Install flywheel.
11. Install clutch.
12. Install oil strainer and oil strainer cover.
Fig. 33 13. Install Bearing 4 , deflector, oil seal , bypass

valve, counter -pressure oil line, and oil pump,
4. Check dowel pin in Bearing 1 for firm seating. into the timing gear cover. Install timing gear
cover, check Bearing 4 set screw for firm sea ting.
5, Place assembled crankshaft into crankcase half.
6. Place camshaft into crankcase half.
Fig. 36
E 14 Fig. 34
912
Fig. 37
Fig. 39
14. Install crankshaft pulley shield. 21. Install deflector baffles with supporting
springs.
15. Install crankshaft pulley.
22, Install pushrod covers with gaskets.
16, Insert distributor pinion shaft with thrust
washer and spring. 23, Insert cylinder head and tighten. Note
proper location of cylinder shrouds,
17. Install distributor.
24 . Squirt oil into pushrods and insert in place.
18, Install fuel pump.
19. lnstall oil cooler.
Fig. 40
Fig. 38 25. Install rocker arm carriers.
20, Install pistons and cylinders. Do not fail to 26. Ad just valve clearance, install rocker box
install cylinder base gaskets. covers.
Second Edition of this page, March 1967 E 15

36, Install V -belt.
37. Connect cable to Terminal 1 connecting

coil and distributor,
38. Install carburetors, throttle linkage, and

fuel line.
39. Install oil filler.
40. Install air cleaners.
41. Connect ignition l eads,
Fig. 41 42. Install exhaust m uffler, connecting with

hea t exchangers.
43. Fill engine oil, run engine briefly and re-

2 7. Install spark plugs.
check oil level, replenish if necessary.
28. Install intake manifolds using new gaskets

(clean the gasket surface).
29. Insert blower housing with generator,
Fig. 42
30. Install cylinder shrouds.
31, Install fuel pump shiel d.
32, Fasten lower air ducts (Export heater).
33. Install cylinder end shrouds,
34. Attach oil lines to bypass oil filter and oil-

pressure switch, check for leakage.
35. Fasten generator strap, spin generator shaft

to ensure that blower impeller is not binding.
E 16
COOLING SYSTEM
912
Fig. 43
1. Engine front shield 4. Blower housing
2, Engine side shield 5. Engine side shield
3, Cylinder shroud 6. Engine rear shield
E 17
REMOVING AND INSTALLING COOLING AIR SHROUDS
Engine removed
6, Remove heating hose connecting flange

The cooling air shroud guide the cooling air to from the air blower housing.
the cooling points, It is important to accomplish
the assembly with care. The shrouds have to be 7. Remove short connecting hose from rear engine
installed in such way that no open areas or slits coverl panel.
are created since loss of cooling air would consi-
derably reduce the efficiency of the cooling sys-
tem,
Removal
1, Remove air cleaners from both carburetors.
2, Loosen the right and left heating hose attaching

damps.
Fig. 46
3, Loosen the center hose clamp and, pushing it
to the right, remove from the attaching tab. 8. Remove retaining screws from the engine rear
shield and withdraw shield by pulling rearward,
9. Remove side shield on right a nd l eft sides, with-

draw toge ther with breather.
Fig. 44
4, Remove transverse engine carrier ( 4 bolts);

in cars equipped with the newer version of
the carrier also remove the carrier plate.
5, Remove crankcase breather hose from

breather,
Fig. 4 7
10. Remove engine front shield.
11. Remove exhaust muffler.
Fig. 45
E 18
12. Remove heat exchanger (13 En).
012
Fig. 48
Fig. 50
13. Detach cables connecting the distributor

and coil, and remove distributor cover.
17. Detach oil lines from bypass oil filter.
Fig. 51
Fig. 49
18. Remove distributor.
19. Remove fuel pump.
14. Remove carburetors (2 Fu) .
15. Remove V -belt.
16. Remove oil breather.
Fig. 52
E 19
20. Remove both transverse carrier supports. 24. Remove cylinder shrouds and lower air
duct.
25. After removing the cylinder heads, withdraw

deflector baffles and supporting springs.
Fig. 53
2 1. Remove cover shrouds. Fig. 55
26. Using a puller, withdraw crankshaft pulley

and remove pulley shield.
The cooling air shrould should be reinstalled in

reversed order of the above, making certain that
the shrouds are well fitted and the spark plug
rubber covers properly sea ted. Torn, porous, or
otherwise defective rubber gaskets must be re-
22. Unfasten genera tor retaining strap.
placed, All rubber parts should be kept free of
grease and oil. Particular attention must be given
to proper placement of the deflector baffles.
Deflector baffle Deflector baffle

for Cyl 3 and 4 for Cyl 1 and 2
23. Withdraw blower housing.
Fig. 56
Fig. 54
E 20
REMOVING AND INSTALLING AIR BLOWER HOUSING
912
1. Detach throttle linkage from both throttle

control levers.
Fig. 59
Fig. 57
6. Detach ignition leads from spark plugs, and

cable connecting distributor with coil, re -
move distributor cover.
2. Remove carburetors and fuel supply line.
7. Remove retaining screws from cylinder end
3. Detach throttle control linkage. and side shrouds.
4. Remove generator retaining strap. 8. Detach heating air connecting flange from
air blower housing.
Fig. 58
5. Detach oil lines from bypass oil filter.
Fig. 60
E 21
9, Remove air blower housing by pulling it up,
Fig. 61
Installation:
Install the air blower housing in reversed order

of the above by noting the following points:
1, The cover shrouds must join their counter-

parts with good fit to preclude loss of
cooling air, 3, Adjust carburetor linkage.
2, With engine installed, properly connect the 4, Check gasket at the oil filler stack, replace
generator cables. if necessary.
E 22
012
REMOVING AND INSTALLING COOLING BLOWER
General
The detachable generator carrier permits with-

dra wel of the generator and blower impeller
assembly without removal of the entire air
blower housing. The work procedure is as fol-
lows:
Re mova 1
1, Remove V -belt and detach generator cables.
2, Loosen generator retaining strap.
3. Remove oil filler stack,
4 , Remove bypass oil filter assembly.

Fig. 63
5, Remove retaining bolts from the blower
housing cover. 7. Withdraw the generator and blower impeller
assembly,
Installati on
The installation is accomplished in reversed or-

der of the above by noting the following points:
1. Properly connect generator cables (brown

cable to Terminal D-, black cable toTer-
• minal DF, red cable to Terminal D+ ).
2, Insert new gasket between the generator car-

rier and timing gear cover.
3, Check for proper V -belt alignment between

the generator and c rank shaft pulleys and
Fig. 62 correct be repositioning the generator in its
cradle; however, make certain that no tension
is created between the blower housing cover
and the blower housing when the retaining screws
are tightened,
6, Remove generator carrier, cover the crank-
case opening to prevent entry of foreign
matter,
E 23
REMOVING AND INSTALLING COOLING BLOWER IMPELLER
Special Tools
p 42 Torque wrench, or
vw 118 Torque wrench
P44 Hex socket, 36 mm, for P 42,
Removal
1, Remove air blower ( 5 En).
2. Mount generator in a vice by fastening it by

the pulley spindle through plastic or a lumi-
nium grip protectors.
3. Unscrew the special impeller nut and with-

draw impeller together with its back shield,
Installation:
Installation is accomplished in reversed order Fig. 64

1. Note th e proper arrangement of spacers,
2, Position impeller shie ld, 1 Thick washer

2 Impeller back shield
3. Tighten the special impeller nut to 10 mkp 3 Thick washe r
(72. 3 lbs/ft). 4 Genera tor shaft
5 Blower housing cover
4, The clearance be tween the blower housing 6 Special impeller nut
cover and impe ller should be approx 3 mm 7 Impeller
(1/8"), 8 Spacers (as needed, 2-5 each)
9 Impe ller hub
5, Wh en turning, the impeller should not strike 10 Generator
the housing cover,
E 24
912
REMOVING AND INSTALLING AIR HOSE CONNECTING DUCT
Removal Installation
1. Detach heating hose from connecting duct. Note the following points during installation:
2. Detac;1 breather hose from breather. 1. Check adjustment of the counter-nut used
for fastening the connecting duct. The nut
must be screwed in deep enough to permit
flush alignment of the connecting duct with
the blower housing without deformation of
the duct when tighte ned at the attaching points.
Fig. 65
3. Remove retaining nut and bolt from the

connecting duct. Push rubber hose section
down and off the duct, pull duct diagonally
upward.
Fig. 67
2. Inspect heating hose and breather hose for air-

tightness and possible damage.
Fig. 66
E 25
INSTA L LING LOWER DU C T W I TH A I R GATES
(Export - ty p e heater)
The following points should be observed when

installing the lower air duct:
The air ga tes located in the lower air duct must

be so adjusted that they perform the opening and
closing functions in unison. Ensure tha t the large
air gate flaps are positioned approx 10 mm (2/5")
from the bottom of the ducts when the small air
gate flap is fully closed. Upon mounting the lower
ducts at the engine, check for proper functioning
of the air gates and readjust if necessa ry.
Fig. 68
I NS T A LLI NG A IR GATE AS S EMBLY
The followi ng points should be observed when

installing the air gate assembly:
Check for proper seating of the 2, 5 mm- thick
cork gasket.
Check heating hose attachment for air-tightness
and firm seating with the help of the hose clamp.
Fig. 69
E 26
CHECKING V - BELT TENSION
912
General
The generator and air blower are driven by a

V -belt. The loads created by these two acces-
sory units impose considerable stresses upon the
belt at high engine speeds and, especially,
during downshifts. For this reas0.1, we recom-
mend that the V -belt tension be frequently
checked and adjusted when necessary.
Loose V- belt tension results in belt slippage

in the pulley causing the engine to run hot:
excessively high V-belt tension leads to belt
failure and, possibly, premature wear of the
generator bearings.
Inspection
When servicing the engine, care should be

excercised to keep oil and grease off the
V- belt: oily V- belts should be washed in a
soap or detergent solution and then thorough-
ly rinsed in clear water although it is always
of advantage in such cases to install a new
belt. V -belts contaminated with oil or grease
for any length of time are usually no longer
serviceable and must be replaced.
When correctly adjusted, the V -belt can be
deflected by 15-20 mm (5/8- 3/4 in.) under
slight thumb pressure applied midway between
both belt pulleys. The belt should not show
any signs of wear such as frayed edges or split Fig. 70
flanks.
ADJUSTING V -B EL T TENSION
1, Remove generator pulley retaining nut 3, Arrange spacers between pulley halves as
(36 mm wrench); to lock the pulley in place needed. The belt tension should be so ad-
during this procedure, insert a square-edged justed, by adding or removing spacers bet-
screwdriver into the recess in the inner ween the two pulley halves, that the belt
edged of the pulley and brace it against the will yield by about 15-20 mm (5/8 - 3/4")
top bolt protruding from the genera tor hous- under light thumb pressure. Removal of spacers
ing (see Fig. 71). increases the belt tension, addition of spacers
decreases the tension (see Fig. 72). If the belt
has streched or worn to such extent that only one
2, Remove outer pulley half. spacer remains between the pulleys at correct
belt tension, it should be replaced since the con-
E 27
dition will result in insufficient cooling due to 5. Spacers not inserted between the two pulley halves
decreased impeller speeds. In addition, it should should be placed onto the shaft between the outer
be noted that the belt does not ride at the pulley pulley half and the nut so that all spacers remain
root, that is, on the pulley spacers. on the pulley hub.
6. Tighten pulley retaining nut. Loose pulley ha lves

will quickly become defective in their seats and
also cause a rapid V-belt wear. Damaged pulley
halves must be replaced.
Note
New V-belt will stretch after a short time of use so

that they no longer have the proper tension after
50 - 100 km (30-60 miles). For this reason it is ab-
solutely necessary to recheck the belt tension of new
belts within a short period subsequent to the installa-
tion.
Attempts to remove the V-belt by means of a screw -

driver, without loosening the genera tor pulley, will
Fig. 71 result in damaged V - belt and pulley.
Fig. 72
4. Mount outer pulley half.
E 28
912
EXHAUST AND HEATING SYSTEM
Due to varying laws in force, it is necessary drawn from the air blower housing and ducted to
to equip The Type 912 cars with two different the passenger compartment through the heat ex-
heating systems. Cars manufactured for sa~e changers, without passing through the engine
in Germany and Sweden are equipped with a cooling cycle. In the Export-type heating system
modified heating system known as 356 B/T6 the cold air performs its engine cooling function
whereas all other Type 912 export cars con- and, already preheated, is ducted into the heat
tinue to be equipped with the well- proven and exchanger and on to the passenger compartment.
reliable Export-type heating system. The dif- The desired effectiveness of both heaters is achie-
ference between the two systems is that in th e ved through the use of appropriately designed heat
356 B/T6 system the air required for heating is exchangers.
DESCRIPTION OF THE 356B/T6 HEATING SYSTEM
(Germany and Sweden)
Functional View of the Heating System
Fig. 73
Second Edition of this page, Ma rch 1967 E 29

Functional D escrip tio n: With the lever moved back , the heater is open,
and with the lever moved forward, the heater is
closed.
The entire fresh air mass enters through slots in Through the l ever action, air gate flaps are moved
the engine compartment lid (1), being drawn in in the air gate assembly (8) by way of a cable con-
by the cooling air blower. Part of the fresh nection. Should the cable break, the two flaps shut
air mass required for heating the passenger automatically and the hot air is permitted to flow
c ompartment is diverted from the cooling air outside.
blower ( 2) into a separate duct ( 3).
The fresh air (outside air) flows from the supply

duct through the two heat exchangers (4) at the
engine. The heat exchangers consist of sheet-
metal jackets which enclose the exhaust pi pes ( 5).
A 11 detachable and welded joints of the exhaust
system ( 6) are l oca ted outside the heat exchangers.
The entire engine exhaust system as well as most

part of the engine, such as the crankcase and cy -
linders, is located in the free-air stream beneath
the rea r section of the car.
The heating air flows from both heat ex changers-

through connecting hoses (7) , air gat es (8), guide Fig. 74
duc ts ( 9), and silencers ( 1 0) which are situated
within the longitudinal chassis support me mbers, Located in the forward leg area, a long the right and
to heat outlets arranged in pairs. left sides a djacent to the front sea ts, are sliding gates
(13) with which it is possibl e to regulate the flow of
Heat outl e ts are provided as follows: hot air to the leg area. When the slider is moved
forward , the flow of air stops although in that case
For defrosting the windshield (11) and the rear the entire warm air supply enters th e passenger com-
window (12) by way of de froster nozzl es. partment through the defroster nozzles (11 and 12).
For the fo rward leg area (peda l area) by way of
sliding gates ( 13) located alongside the longi-
tudinal chassis su pports next to both seats.
The air gates ( 8) are so designed as to permit

a continuous flow of air through the heat ex-
changers (over the exhaust pipes) regardless
whether the heat is turned on or off.
In addition, outside air may be let in through

the ventilating system (14) in front of the wind-
shield independen tly of the cars heating system.
Hot air for preheating the carburetors is taken
from the hot air stream.
Operatin g d escr iption:
The heat is controlled through a control lever

(15) loca ted in front of the gearshift lever.
Fig. 75
E 30
912
The flow of ventilating air through the ventilating
system (14) can be regulated by means of a lever
mounted on the instrument panel,
Lever to the right:

Ventilating air shut off,
Lever to the left:

Fig. 76 Ventilating air open.
Bottom View of Vehicle
Heater Type
356b/T6
2 3 4 5 6 7 a
9 10 11 12 13 14 15
Fig. 77

Bo tt o m V i e w o f V e h i c 1e
1 Transmission filler plug 9 Forward power train carrier

2 Transmission drain plug 10 Suspension control arm
3 Transmission ll Heating air control gate
4 Clutch control lever 12 Axle shaft
6 Oil strainer cover 14 Heat exchanger
7 Engine crankcase 15 Tail pipe
8 Exhaust muffler
DESCRIPTION OF THE EXPORT - TYPE HEATING SYSTEM
Functional View of the Heating System
Fig. 78
Functional Description
The entire fresh air mass enters through slots in Leg area outlets through sliding gates (13) located
the engine compartment lid (1), being drawn in adjacent to the front seats.
by the cooling air blower (2). The air blower In addition, independently of the car's heating
forces the air over the cylinders (3) where it is system, ventilating outside air may be let in through
preheated, and on to the lower air ducts. When the ventilating system (14) in front of the windshield.
the heater is shut off, the air flows directly out-
side. When the heater is turned on (control When the heater is on, warm air enters the engine
lever -15- moved back), the air flows through compartment through outlets (5). This warm air pre-
a heat jacket into connecting hoses (8), ducting vents carburetor icing and undercooling of the engine.
pipes (9), and silencers (10) into the passenger The flow of air into the engine compartment is con-
compartment. The following hot air outlet pairs trolled by a thermostat.
are provided:
Operating Description:
Windshield defrosting nozzles ( ll)
See description of 356B/T6 heater
Rear window defrosting nozzles (12)
E 32
912
BOTTOM VIEW OF VEHICLE
Export -type Heater
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15
Fig. 79
1 Transmission drain plug 9 Forward power train carrier

2 Transmission filler plug 10 Suspension control arm
3 Transmission 11 Axle shaft
4 Clutch control lever 12 Heating air control ga te
6 Oil strainer cover 14 Lower a ir duct for heater
7 Engine crankcase 15 Ta il pipe
8 Exhaust muffler
E 33
Second Edition of this page. March 1967
REMOVING AND INSTALLING EXHAUST MUFFLER
Remuval Installation
1. Remove both supports for engine rear shield. Installation is accomplished in reversed order of
the above by noting the following points:
2. Loosen the four exhaust pipe clamps behind
the heat exchangers. 1. Inspect muffler and exhaust pipes prior to in-
stallation for leaks or possible damage.
2. Straighten flattened or bent pipes. The welded

joint between the muffler and the rear exhaust
pipe is particularly exposed to collision damage.
Exhaust gases esca pin g through any cracks at this
point can enter the engine compartment and with
the heater on, the car's interior.
3, Use new gaskets.
4 . Ensure that a good gas -seal is achieved at the

front pipe connecting points. If the mating
flanges are not straight, straighte n prior to in-
stallation.
5, With the engine installed, the exhaust muffler

must not touch the body.
Fig. 80
3. Loosen and remove su pporting stra ps in the

center of the muffler.
Fig. 81
4. Pull muffler back to remove, loosening stuck

pipe connections through light tapping with a
rubber mallet,
E 34
912
REMOVING AND INSTALLING HEAT EXCHANGER WITH EXHAUST PIPE
(Engine removed, applicable to 356B/T6 heater)
Removal
1. Remove engine rear shield.
2. Detach clamps from holders.
3. Remove exhaust muffler (12 En).
Fig. 83
6. Remove retaining bracket and sheetme tal

cover from heat exchanger.
7. Remove lower duct shroud front and rear.
8. The heat exchanger can be withdrawn after

removal of the front or rear flange from the
Fig. 82
cylinder head.
4. Remove nuts from front and rear flanges.
Installation
Installation is accomplished in reversed order of

1. Straighten flattened or bent pipes.
2. Prior to installation, check parts for proper

sealing.
3. Use new gaskets.
5. Remove securing claws from both exhaust

pipe e nds.
E 35
Second Edition of this page, March 1967
REMOVING AND INST ALL ING EXHAUST MUFFLER
(Engine removed, apllicable to Exp ort-type heater)
Re mova 1 Installation
1. Remove both supports for engine rear shield. Note the following points during installation:
2. Loosen right and left exhaust pipe clamps at 1. Inspect muffler and exhaust pipes prior to in-
heat exchangers. stallation for leaks or possible damage.
3, Remove covers located over the exhaust flange 2. Straighten flattened or bent pipes.
at engine rear shield.
3. Use new gaskets.
4. With the engine installed, the exhaust muffler

must not touch the body.
Fig. 84
4, Remove tail pipe from muffler.

5. Remove exhaust flange retaining nuts from cy-
linder heads and pull muffler back to remove,
loosening stuck pipe connections through light
tapping with a rubber mallet.
r-:;;;-1 REMOVING AND INSTALLING HEAT EXCHANGER WITH EXHAUST PIPE

L..:.:...::.:.J (Engine removed, applicable to Export-type heater)
Note the following points during installation:
1. Check heat exchanger and exhaust pipes for tight -

1. Loosen exhaust pipe clamps at muffler. ness and damage.
2. Remove retaining bolts from front exhaust flange, 2. Sealing surfaces and flanges must be clean and
straight.
3, Withdraw heat exchanger with exhaust pipe from
3, Use new gaskets,
lower duct,
E 36
REMOVING AND INSTALLING HEATER CONTROL CABLE
~912
Removal
1, Detach cable .ends from connecting levers at

air gate asserJ'Ues.
Fig, 87
Installation
It should be noted that the cable in the 356B/T6

heater connects to the smaller upper hole, and the
cable in the Export heater connects to the larger
hole below,
1, Thread one end of control cable through the

respective hole in the control lever and pull
through to the bent end,
Fig. 85
2, Remove center tunne l cover. 2. Insert both ends of control cable into conduit
tube making certain that cables do not cross.
3. Remove the three retaining bolts from shift 3. Install shift lever base.
lever base.
4 . Remove the two bolts from shift rod carrier.
Fig. 88
4, Properly align the base plate of the control

lever, insert bolts, and tighten uniformly.
Fig. 86 5. Move control lever forward to stop, into OFF

position,
5, Withdraw shift lever assembly.
6, Attach cable ends to connecting levers at the
6, Move heater control assembly slightly away air gate assemblies. Make sure that the heater
from the tunnel and pull control cable out, flaps work in unison, opening and closing fully,
E 37
DISASSEMBLING AND REASSEMBLING CONTROL LEVER ASSEMBLY
Disassembly Reassemly
1. Hold head of hex bolt in a vise and remove 1. Hold head of hex bolt in a vise,
self-locking nut.
2. Remove component parts one by one. 2. Install parts in the order shown in illustration.
3. Tighten self-locking nut to 50 cmkp

( 3. 6 lbs/ ft) then turn back one complete turn
( 360°).
4, Adjust by testing friction of lever brake which

+ +
should be 10 - 1 mkp ( 22 - 2, 2 lbs/ ft), measured
with a spring scale attached to the lever through
the upper hole at 90° and pulled to lever pivot
center.
3-----.
4------,,jj
~lim-.
5----f..jb.jl~~
8
6- -- ---'-"
Fig. 89
1 Control lever grip

2 Control lever (left hand drive cars)
3 Friction discs
4 Pressure disc
5 Hex bolt
6 Diaphragm spring
7 Supporting bracket
8 Self -locking nut
Fig. 90
Tighten nut if setting is too weak, loosen nut if

setting is too tight.
E 38
912
Oil Circuit Diagram
Oil Circuit iii Cold Engine
Fig. 91
1 Rocker arm 10 Oil pump

2 Pushrod 11 Counter-pre"Ssure line
3 Piston 12 Oil line to Bearing 4
4 Valve lifter 13 Oil temperature sensor
5 Oil suction tube 14 Oil pressure switch
6 Pressure relief valve 15 Oil cooler (repositioned back
7 Bypass valve in sketch for better view)
8 Camshaft 16 Bypass oil filter
9 Crankshaft
E 39
Oil Circuit at Operating Temperature
Fig. 92
Description of the Oil Circuit
The oil pump (1 0) draws cold oil from the crankcase sump and forces it to the bypass valve (7) which opens
at a pressure of approx. 1. 3 atm (19 psi), i.e., the piston of the bypass valve is forced down, thus clearing
a passage which leads directly to the lubricating points by bypassing the oil cooler ( 15). The pressure relief
valve ( 6) in the crankcase opens when the pressure rises above approx. 2. 9 atm ( 42 psi) and dumps the oil
excess into the crankcase oil sump.
As soon as th e oil galleries have filled with oil and the oil pressure has stabilized, a pressure rise equivalent
to the pressure in the rest of the system also occurs in the counter-pressure line ( 11) and unde r the bypa ss
valve (7), thus equalling the pressure exerted upon the bypass valve from the side of the pump (1 0). The
pressure relief valve (6) limits the oil pressure in the system to 3 atm (44 psi).
The mechanical spring in the bypass valve exerts a pressure equival ent to approx. 1. 3. atm (1 9 psi). Since
equal oil pressure now prevails at both ends of the bypass valve, the mechanical spring is able to expand and,
so, move the bypass valve up.
As the bypass valve (7) moves up, it blocks the direct passage and causes the oil to flow through the oil cooler
before reaching the lubricating points
E 40
912
REMOVING AND INSTALLING OIL STRAINER
1. Remove hex nuts from oil strainer cover. Installation is accomplished in reversed order of the
above by noting the following points:
2. Remove oil strainer cover.
3. Remove oil strainer and gaskets. 1. Check oil suction tube for proper positioning.
2, Clean oil strainer and remove gasket remnants.
3, Use new gaskets on both sides of the oil strainer.
4. Insert oil strainer making sure that the orifice in

the strainer has a close fit around the oil suction
tube.
5. Remove gasket remnants from the oil strainer

cover. Straighten the cover if it is warped or
bent, otherwise a good oil seal cannot be expected.
6. Clean magnetific filtering element,
7. Do not overtighten the hex retaining nuts, especi-

ally when using thicker gaskets, since this may
warp the cover.
Note
7 A magnetic oil fil te ring element has been includ ed

in the oil strainer cover to provid e for a better fil -
tering of the oil. The element is si tuated in the
center of the oil strainer cover with the oil suction
tube loca t ed within it. The oil first passes through the
oil screen and then flows through the magnetic fil-
t ering element.
Fig. 93
1 Oil drain plug

2 Gasket
3 Oil strainer
4 Gasket
5 Oil straine r cover with magnetic
filterin g e le m ent
Fig. 94
1 Crankcase 6 Oil strainer cover

2 Oil strainer 7 Disc
3 Magnetic filter 8 Rivet
4 Oil suction tube 9 Gaske t
5Stud
E 41
REMOVING AND INSTALLING OIL PRESSURE RELIEF VALVE AND BYPASS VALVE
Special Tools: P 74 Socket attachment
General When the engine is not running, the valve (plunger)

closes the passage to the lubricating points. As soon
The pressure relief valve is located in the crank- as the engine begins to run, the oil pump sucks oil
case and governs engine oil pressure. from the oil sump in the crankcase and forces it to
the bypass va lve. The bypass valve is then forced
When encountering malfunctions in the engine down , under the pressure of the oil, and opens the
lubrication system, and always in cases of leaks oil ga llery to the lubricating points by bypassing the
in the oil cooler, check the pressure relief valve oil cooler.
for proper functioning.
The bypass c ircuit valve is located in the timing

gear cover and ensures immediate lubrication of
engine bearings and other points when the engine
is started.
Functional Description of the

Bypass V.alve:
The purpose of the bypass valve in the timing

gear cove r is to provide instant lubrication for
points in the engine, by by passing tlte oil cooler,
when the engine is started.
Fig. 96
As soon as the oil pre ssure has built up, some of the
oil flows through the counter-pressure line to the
cavity under the valve plunger equally counteracting
the pressure exerted by the oil from above, permitting
the mechanical spring to expand and, thus, push the
valve plunger up and close the oil gallery of the direct
lubricating circuit. This forces the oil to flow through
the oil cooler before it can reach the lubrication points
within the engine.
Fig. 95
1 Oil gallery to oil cooler

2 Oil gallery from oil pump
3 Oil ga llery to lubricating points by
bypassing the oil cooler
4 Openi ng for counter- pre ssure oil line
E 42
Installation 912
1. Inspect valve plunger and plunger bore in hou-

sing for traces of seizure ( scatches, etc.).
Carefully smoothen the surfaces, replace if
necessary.
2. Check mechanical spring
Pressure Relief Valve and Bypass Valve Spring
Free length .......... . .. 66 rnrn (2, 6")

Wire diameter . . .•...... 1,4 mm (. 055")
Tension at 49 mm(1, 93") ..••. 4 , 7 kp (10, 3 lbs) t 7o/<
Fig, 97
3. Install new gasket washer.

Removal
4. Insert the piston so that its hollow end faces to-

1. Remove cap screw with tool P 74.
wards the cap screw.
Fig. 98
Fig. 99
2. Withdraw spring and valve plunger; if plunger

is stuck , it can be removed with an M 10 thread
tap.
5, To prevent sera tching the bore in the housing,

make sure that the spring end d oe s not ride in the
plunger bore in housing.
E 43
REMOVING AND INSTALLING OIL COOLER
Remo va l Installation
1. Rem ove a ir blower housing ( 4 En). Installation is accomplished in reversed order of the
above by noting the following points:
2, Unscrew oil cooler retaining nuts with a box
wre nch.
1. Check oil cooler for leaks and proper tightness

of retaining nuts (test pressure is 10 atm-147 psi).
2, If oil cooler is leaking, check pressure relief valve.
3. Use new gaskets.
Fig. 100
3. Remove oil cooler and gaskets.
Fig. 101
E 44
912
REMOVING AND I NSTALLING OIL PUMP
Removal
1. Remove engine rear shield and intermediate 4. Check sealing surface for oil pump cove r
shield between the air ducts. (at crankcase) for cleanliness.
2. Remove crankshaft pulley. 5. Place a straightedge across the face of the

pump gears. Using a feeler gauge, measure clear-
3. Remove crankshaft pulleys sh ield. a nce between the cover mounting flange in hou-
sing and face of gears, which should be 0. 06-0. ::.~
4. Remove oil pump cover. O. 128 mrn (. 0024" - . 0050" ).
5. Remove oil pump gears. 6. Use a new, genuine gasket ( 0. 20rnrn =. 008")
without applyi ng gasket paste.
Gesket thickness in excess of specifica tion will
resu lt in decreased oil pressure.
Fig. 102
In s t a l lation
(follow reversed order)
1. Inspect oil pump housing. especially gear

seating a reas. for wear. Wear within the
housing will result in decreased oil pressure.
2. Inspect pump gears for wear. Gear flank

clearance should be 0. 03 - 0. 08 mm
(. 001 - • 003'").
Axial play of gears in the housing, with gas -
ket but without preload, is o. o35 - O. 10 mm
(. 0014" - 0039" ).
Wea r limi t 0. 20 mm (. 0079").
3. Check sha ft of driven gear for fi rm sea ting in

the housing.
E 45
CHANGING BYPASS OI L FILTER CARTR IDG E
Bypass oil filter cartridges used in Porsche cars 4 . Remove oil from filter housing (use a suction
cannot be cleaned and have to be replaced when pump).
contaminated (normal replacement after every
10, 000 km or 6, 000 miles). 5. Clean filter housing interior (do not use shredded
rags).
6. Insert new cartridge by turning it sligh tly.

1. Unscrew filter cover retaining bolt.
7. Insert new gasket into housing cover, properly
2. Withdraw filter cover. position the cover on the housing, depress, and
tighten secure ly.
3. Withdraw filter cartridge with a slight turn.
8. Check engine oil level.
9. Allow engine to idle for a few moments.
10. Check for oil leaks in filter housing body and oil
liP.e connections.
11 . Recheck engine oil level.
12. Repenish engine oil to the top mark on the oil

dipstick (use premium. grade HD oil).
Fig. 103
REMOVING AND INSTAL LI NG ROCKER ARM CARRIER
Remova l
1. Remove rocker box cover.
2. Remove the 7 hex nuts (SW 13) from the

rocker arm shafts.
Fig. 104
E 46
CHANGING BYPASS OI L FILTER CARTR IDG E
Bypass oil filter cartridges used in Porsche cars 4 . Remove oil from filter housing (use a suction
cannot be cleaned and have to be replaced when pump).
contaminated (normal replacement after every
10, 000 km or 6, 000 miles). 5. Clean filter housing interior (do not use shredded
rags).
6. Insert new cartridge by turning it sligh tly.

1. Unscrew filter cover retaining bolt.
7. Insert new gasket into housing cover, properly
2. Withdraw filter cover. position the cover on the housing, depress, and
tighten secure ly.
3. Withdraw filter cartridge with a slight turn.
8. Check engine oil level.
9. Allow engine to idle for a few moments.
10. Check for oil leaks in filter housing body and oil
liP.e connections.
11 . Recheck engine oil level.
12. Repenish engine oil to the top mark on the oil

dipstick (use premium. grade HD oil).
Fig. 103
REMOVING AND INSTAL LI NG ROCKER ARM CARRIER
Remova l
1. Remove rocker box cover.
2. Remove the 7 hex nuts (SW 13) from the

rocker arm shafts.
Fig. 104
E 46
912
3. Withdraw rocker arm shafts with rocker arms, 3, Tighten the 7 rocker arm shaft retaining nuts
springs, washers and spacers. (SW 13) to 2 , 5 mkp (18 lbs/ft).
4, Remove the three rocker arm carrier retaining

bolts (SW 15 mm) and withdraw carrier.
Fig. 105
Installation
Installation is accomplished in reversed order

1. Inspect retaining bolts for defects. Coat

threads and base of bolt heads with graphite Fig. 107
oil, Use new spring washers, 4. Adjust valve clearance.
2. Tighten retaining bolts to 5 mkp ( 36 lbs/ ft ). 5. Reoil shafts and rocke r arms, install rocker box
cover.
Fig. 106
E 47
Second Edition of this Page, March 1967
DISASSEMBLING AND REASSEMBLING ROCKER ARM CARRIER
Disassembly
1. Remove the 7 hex nuts (SW 13) from the rocker

arm shafts.
2. Withdraw rocker arm shafts with rocker arms, 2. Inspect valve adjusting screws for defects.
springs, washers, and spacers. Replace screws which have strained threads or
damaged ball joint sockets.
3. Remove valve adjusting screws.
3. Check adjusting screws and rocker arms for
unobstructed oil flow.
Reass e mbly 4. Arrange the spacers and I or thrust washers

in such way that the rocker arms strike the
Reassemble the rocke r arm carrier in reversed valve shafts approximately in the center of
order of the above by noting the following points: the shaft butt, and that the pushrods do not come
in contact with the pushrod tubes.
1. Inspect rocker arm shafts and rocker arms for 5. Make certain that the washers, springs, and
defects. Replace parts showing traces of wear spacers are properly arranged.
or damage.
I 0
\ 0 0 00 o \,o
~~<::\~..;:~).·
Fig. 108
E 48
912
REMOVING AND INSTALLING CYLINDER HEAD
(Engine removed)
Special Tools: VW 157 Allen wrench adapter

VW 118 Torque wrench
Removal 4, Withdraw cylinder head.
1. Remove lower air duct, side shield, cylin-

der shrouds, intake duct and carburetor. Installation

1, No gasket is used between the cylinder head

and cylinders.
2. Insert pushrod cover tubes, To ensure proper

sealing at the tube ends between crankcase and
cylinder head, the tubes must have the required
length at assembly, that is, used tubes must be
stretched at the bellows, The stretching should be
accomplished with care so as to prevent possible
cracking of the metal,
3, When installing the cylinder head make sure

that the new 0-rings at the cover tube ends
Fig. 109
are properly seated; position the tube weld
seams up.
2. Remove rocker box cover and unbolt rocker a) Sealing points in crankcase,
arm carrier.
b)Sealing points in cylinder h ea d.
3. Remove cy linder head retaining nuts with
Allen wrench adapter (the 8 Allen nuts are
shown above and below the valve stems in
the illustration below); remove washers lo-
cated between the nuts and cylinder head. a) b)
Fig. 111
Fig. 110
E 49
Second Edition of thi s page, March 1967
4. The cover tube 0-rings are trapezoidal in 9, Coat cylinder head nuts with graphite paste
cross-section, tighten lightly, then torque to 1 mkp
(7, 2 lbs/ft) in sequence shown in the illus-
5, Prior to installation, lubricate 0 -rings used tration,
under the cylinder head nuts located within
the rocker box,
6, 0-rings should not be coated with gasket com-

pound,
7, Ensure proper positioning of cylinder deflec-

tor baffles (compare profile of recess for cap
nut and one for hex bolt).
Fig. 114
10. Torque cylinder head nuts to 3 mkp

(21. 7 lbs/ft) in sequence shown in the illus-
tration,
11. Pump oil into pushrods until it comes through

at other end, and insert into pushrod cover
tubes so that one end seats in the valve lifter,
Fig. 112
8, Place 1 washer under each cylinder head nut

situated outside the rocker box.
Fig. 115
12 . Install rocker arm carrier, torque retammg

bolts to 5 mkp (36, 2 lbs/ft).
13, Install rocker arms,
14. Torque rocker arm shaft retaining nuts (SW 13 mm)

Fig. 113 to 2. 5 mkp (18. 1 lbs/ft),
E 50
912
Fig. 117
16. Mount rocker box cover.
Note
When installing the cylinder head make absolutely

sure that the cylinders are properly seated in the
Fig. 116 cylinder head. If a misaligned cylind er head is tigh-
tened, it will most likely warp to the exten t of be -
15. Adjust valve clearance. ing no longer useable.
REMOVING AND INSTALLING VALVE SPRINGS
Use special tool P7 for removing and installing

valve springs. Checking Insta li e d Length
Checking valve springs: Note:
Free length 47 mm (1, 85") Intake and exhaust valve springs are of the same
Wire diameter 4. 5 111111 (. 177") length. The installed spring length is changed or
adjusted through the addition or removal of spacers
Spring tension located under the springs.
with spring 36kp(79, 3lbs)t 5kp(3 , 32lbs)
com pressed to Important:
41 111111 (1. 61")
The valve springs must always rest on th e steel
washer and never on the spacers since the spring
Spring tension
could damage the spacers.
with spring
com pressed to 97kp( 213, 2lbsf!: 2, 5k p( 5, 51 lbs)
1. Install special tool P 10 with the respective
30. 15 mm
spring retaine r and both valve keepers.
(1. 19")
2. Determine the indica ted value and correct it,

Spring tension variations up to 5o/o are permissible
if necessary, by adding or removing spacers.
in used springs.
All valve springs used in one engine must be of

equal free le ngth since the length affects spring-
ing cha racteristics,

3, Install valve springs so that the closely wound
coils rest on the 1, 5 mm thick washer (see note,
above),
Installed leng~h of valve springs is:

Intake = 41,0 mm (1. 61")
Exhaust = 40, 5 mm (1, 59")
Note:
Valve springs made by various manufacturers are

supplied under the same spare part number,
However, all springs (progressive or linear coils)
may be paired in one engine,
a = Installed length
b = Steel washer
c = Spacers Fig. 118
C HE C K I N G VA LV E G U IDES F 0 R W EA R
Special Tools: P 21b Valve guide plug gauge
Replacing of valve guides see 35 EN. When installing the sealing caps, it should be
noted that first the valve is pushed into the valve
guide and then the sealing cap pulled over the
valve guide until the base of the cap comes to
rest against the valve gu ide.
Clearance between valve guide bore and valve

stem is:
Intake = 0, 035 - 0, 060 mm (. 0014" to • 0024")

Exhaust = 0, 055- 0, 080 ~m (,.0022" to. 0031")
Valve guide bores should be measured with a

va lve guide plug gauge of 10 mm diameter
(. 394").
Fig. 118 a
E 52
CHECKING AND RECONDITIONING VALVE SEATS
Special Tools: P 11 Valve seat cutter handle with 10 mm dia . cutter guide
P 12 Eight-piece valve seat cutter set.
Checking
1. Check valve guides for firm seating in the

cylinder head.
2. Check valve seating using machinists blue.
3, Inspect valve seat surface. If the valve does

not seat on the whole seat surface, lightly re-
work the seat with a cutter.
4. Valve seating may be checked with the valves

installed in the cylinder head by pouring some
gasoline into the respective port.
Reworking Valve Seats
Valve seats showing traces of wear or pitting may

be refaced providing that the permissible width of
the 45° seat can be maintained, and the 25° bevel Fig. 119
in the outer circumference does not exceed the outer
diameter of the valve seat insert, If this is not pos- Valve seat width Intake tl. 25 "!" 0. 15 mm
sible, the cylinder head must be replaced, It is not (. 050 t . 006 in.)
p~sible to replace the valve seat inserts with the
equipment at hand in normal workshops. Exhaust 1. 55 ± 0. 15 mm
(. 061 ±. • 006 in.).
Work Procedure
1. 45° seat cut:

The 45° cut must be performed with particular
care to produce a smooth surface free of chatter
marks. It is very important to apply pressure
from directly above. Removal of base metal
must be held at a minimum so as not to render
the valve seat insert premature ly unusable. The
cutting procedure should be discontinued as Fig. 120
soon as the cutter has cleaned the entire seat 2. 75"bevel cut:
area, Lightly bevel the lower edge of the valve seat
using the 75° cutter.
Fig. 121
E 53
0
3. 25 bevel cut:
Using the 25° cutter, bevel the upper edge
of the sea t until the specified seat width is
obtained.
Fig. 122
REFACING VALVES
Valves showing face wear of a degree that

cannot be corrected through lapping, may be
dressed on a valve refacing machine. Fig. 123
Refacing of the valves must be accompliched
with a ppropriate ca re. Particula r a ttention
sj1ould be devoted to the fact that only so much Valve dimensions
of the base metal is ta ken off as is required to
produce a clean va lve face. The valve ste m Intake Exha ust
must, in no way , show traces of contact with
A 37. 9 - 38.1 mm 33. 9 - 34. 1 mm
the dressing wheel; valves with ste ms touched
(1. 492 - 1. 500 in.) (1 . 334 - 1. 342 in.)
by the dressing wheel must not be insta lled.
B 11 7 , 9 mm 128 , 5 mm
(4. 630 in.) (5. 060 in.)
c 9. 98 - 9. 99 mm 9. 96- 9. 97 mm
(. 3929 - • 3933 in. ) (. 392 1 - • 3925 in.)
b 1. 7 - 2. 3 mm 2. 0 - 2. 3 mm
(. 067 - . 091 in.) (. 079 - • 091 in. )
E 54
912
SEATING VALVES
Special Tools: P 9 Suction cup, for turning valve
The following points should be observed when Note:

seating (lapping) valves:
The grinding compound is water-soluble and should

1. Seat valve with the P 9 suction cup.
not be exposed to oil or grease. A special effort
should be made to thoroughly clean and flush with
2, Use fine-grain grinding compound to prevent
water all involved component parts of the engine,
roughness or "grooving".
including the valve guide bores, and then to dry
and oil these prior to reassembly.
3, Upon completion of lapping, fully remove
all grinding compound remnants.
INSPECTING VALVES
1, Clean valves from carbon deposits, 3. Valve stems showing excessive wear (ridge
formation) must be replaced,
2. Inspect valve face for wear or pitting. If
necessary, reface on dressing machine. 4. Valves with warped stems, traces of seizure,
When refacing the valves, make certain or damaged valve keeper seats must be replace:!,
that --especially in the case of the ther- Valve stems cannot be reground or straightened
mally higher stressed exhaust valves-- the for any reason.
dimension b (see Fig. 123) is not exceeded,
TESTING INSTALLED VALVES FOR LEAKAGE
Installed valves may be tested for leakage by Properly seated valves will not permit gasoline
pouring some gasoline into the respective port. to pass through.
E 55
ADJUSTING VALVE C LEA RA N C E
Valve clearance (cold) is:
Intake 0,10 mm (. 004")

Exhaust 0,15 mm (. 006")
General: 3, Turn crankshaft counterclockwise--using

a box wrench on the crankshaft pulley, if
Excessive clearance causes valve noise and necessary-- until the "OT" mark on the
decreased power. pulley has lined up with the mark on the
crankcase, At this point, the distributor
Insufficient clearance results in decreased rotor will be pointing towards a notch
power, valve overheating or burning, and machined into the distributor housing.
carburetor flashback which may cause a
carburetor fire.
We therefore recommend that the valves be

adjusted in a reputabl e shop.
The valves should be adjusted when the en-

gine is cold.
The best sequence to follow is Cyl. 1, 2, 3,

and 4 while rotating the crankshaft counter-
clockwise.
Prior to adjusting, position the piston on top

dead center (TDC) on compression stroke since
both valves are closed at that point. If adjust-
ment begins with Cyl. 1, turn crankshaft coun- Fig, 124
terclockwise until both valves are closed and 4, Check valve clearance at Cyl. 1,
the "OT" (TDC" ) mark on the crankshaft
pulley is lined up with the mark on the crank- 5, Loosen lock nut on ad justing screw.
case.
6. Adjusting clearance by turning the screw
while simultaneously checking the clear-
ance with a feeler gauge.
Adjusting:
1. Remove both rocker box covers (engine cold).
2, Remove distributor cap,
Fig. 125
E 56
912
7. Hold adjusting screw in position when tigh- 8. Recheck clearance.
tening the lock nut.
CHEC K IN G VA LVE T IMI NG AND CL EARANCE
Norma lly the valve clearance should be checked Valve timing points:
or ad justed when the engine is cold at an outside
air tem perature of approx. 20°C ( 68°F). The Intake opens before TDC 17°
valve clearance is as follows: Intake closes after BDC 53°
Exhaust opens before BDC 50°
Intake valves 0.1 0 mm (. 004'") Exhaust closes after TDC 14°
Exhaust va lves 0•. 15 mm (. 006")
Valve clearance should be checked at regular

intervals and appropria te care. The following
malfunctions can be caused by wrong valve
adjustment:
I n s uffici en t c l eara n ce: Note:
Burnt or pi tted valves and seats. The above timing points a re established with
Wa rped valves. 1. 00 mm valve clearance in cold e ngine. When
Unevenly running engine. va lve timing ha s been checked, reset valve
Valve timing off clea rance to normal specifications.
E xcessive c l earance : Lapped or refa ced valves and seats seat fas ter tha n
normal. For this reason , set valves with an addi-
Valve noise tional 0.15 mm (. 006") clearance over the speci-
Increased wear in valve com_?onents fied value for a test run of a t l east one-ha lf hour.
Uneven ly running engine
Valve timing off
PrJper valve adjustment results in a well running

engine only when the valves are seating we ll, Whe n the test run has been completed , or before
the valve guides are not worn , and the valve stem testing engine performance, readjust valve
ends are not pounded in or otherwise worn. clearance to normal values.
E 57
~RECON DITION ING AND EXCHANGE OF CYLINDER HEADS
Cylinder heads with worn valve guides, valve

seats, or spark plug inserts may be sent to the
factory for reconditioning.
When the cylinder heads are being reconditioned,

the combustion chamber displacement is measured
and so indicated in cubic centimeters.
Make sure that cylinder heads used in one engine

have the same combustion chamber displacement
(permissible deviation is! 1 cc).
Reworked cylinder heads must be checked for com-

bustion chamber displacement and the appropriate
value stamped into the head.
Should it be not possible to send the cylinder heads
back to the factory for overhaul, the job may be Fig. 126
performed locally providing that the required
equipment is at hand.
Removing and in s talling Valve Guides
1. Drill valve guides with a 12 mm (. 427 in. ) drill The valve gu ide receiving bores in the cylinder
to loosen in their seats. head will hav e widened somewhat during th e re -
2. If a heating oven is available, the guides need moval. Consequen tly, oversized valve guides will
not be drilled but, instead, the head heated to have to be used and properly fitted into the head.
°
approx. 180 C ( 356 F). °
1. Precisely measure the valve guide receiving
3. Using a punch of proper size (see illustration), bores in the head.
drive the valve guides out towards the com-
bustion chamber. 2. Machine the oversize valve guides on a lathe
to bring to outside diameter matchin g that of
the bore in the head.
The required preload for the intake and exhaust-
valve guides is 0, 041-0,06 mm (. 0016-. 0024 in.).
3. Press the valve guides into the 'zylind er head from

the rocker arm side. ·use tallow for lubrication.
4. Ream the guides with a broach reamer or a pre-

cision drill to a diameter of 10 mm E7.
If necessary, the valve guides may be reamed

.._,___ _ _ _ _ _ 100 - - - - - - --i
with a conventional reamer.
E 58
R emov i ng and i nsta llin g Valve Seat
Inserts
Removal The required preload is as follows :
1. Using a port able elec tric gr inder, grind through Intake val ve insert: 0,15-0,19 m m (. 006" to. 0075")
a valve seat insert so that it loosens in i ts seat.
Exhaust valve insert: 0,10-0,15 mm(. 004" to. 006")
2. Drive the old seat insert out.

5. Heat zyl inder head to approx. 200° C (392o F).
3. Precisely measure the seat receiving bore in the

6. Using an appropiate driver, drive the valve seat
head.
insert into place.
4. Machine the oversize valve seat inserts on a lathe

7. Allow the zylinder head to slowly cool to room
to bring to outside diameter match ing that of the
temperature.
bore in the head.
T a b 1 e o f D i m e n s i o n s f o r V a l v e G u i d e I n s t a 11 a t i o n ( 1mm • 03937 " )
Valve Guide Size Valve Guide Ou tside Dia. Diameter ofReceiving Bore
in Cylinder Head
Standard 14,048 - 14, 059 mm 14, 000 - 14, 008 mm
1st oversize 14, 248 - 14,259 mm 14, 200 - 14, 208 mm
2nd oversize 14,448 - 14,459 mm 14,400 - 14 ,408 mm
Tab l e of Dimensions for Valve Seat Insert I nstallation
Insert Size Insert Outside Diameter Diameter of Receiving Bore

in Cylinder Head
Standard (intake) 41 ,1 82 - 41, 198 mm 41 , 000 - 41, 025 mm
1st oversize (intake) 41 , 502 - 41 , 518 mm 41,328-41,352 mm
Standard (exhaust) 37, 120 - 37,140 mm 36, 990 - 37 . 020 mm

1st oversize (exh aust) 37,680- 37, 7oo mm 37,550-37,580 mm
E 58a
CYLINDERS AND P I STONS
912
REMOV I NG AND INSTALLING CYLINDERS
Special Tools: P Sa Piston ring compressor, 82 , 5 mrn di a
Rem o va l
1. Remove rocker arms and rocke r arm carrier.

Remove valve pushrods and mark for reassembly.
2. Remove cylinder head and pushrod cover tubes

(25 En).
3. Withdraw cylinders, mark 1 through 4 a s

appropriate.
I nsta ll ation:
Insta llation is accomplished in reversed order of

Fig. l:l7
1. Check cylinders for wear, if necessary replace

together with pistons of same size group.
2. The cylinder seat in crankcase and cylinder

head must be clean at time of installation
since dirt particles lead to cylinder distortion. 6. Lightly oil cylinder bores and push onto pistons.
Using a straight edge, check cylinder seats Visually check the required clearance between the
in crankcase for linear alignment of seating cylinder stud bores and st uds. The studs must not
surfaces in relation to e ach other and , upon touch the cooling fins. Clearance can be deter -
insertion of cylinders into crankcase, check mi ned by turning the cylinders in their bases.
aligment across the top ..of cylinders. If necessa ry, strai ghten studs.
3. Use new gasket rings at base of cylinders. 7. Install pushrod cover tubes. Do not fa il to i nsta 11
deflector ba ffles and supporting springs.
4 . Check and oil pist ons and piston rings.
Ensure that piston rings are installed in approp- 8. Tighten cylinder head nuts to 3 mkp (21. 7 lbs/ ft)
riate locations (check "TOP" markings). by following proper sequence.
0
5. Stagger piston ring gaps 120 apart with oil
control ring gap facing up , compress rings
with piston ring compressor.
Second Edition of this page, Ma rch 1967 E 59

INSPECTING CY LINDE RS
Special To ols: P 13c Cylinder gauge se tting ri1~g
(Note: 1 mm = 0, 03937 in.)
Standard Size Wear limit is a clearance of 0, 2 mm (. 008" )

be tween piston and cy linder. Exact piston to
cylinder clearance can be determined only by
Group Cylinder Diameter Piston Diameter
measuring each component separa tely.
-1 82, 485 - 82, 494 82, 47
0 82, 495 - 82. 504 82, 48

Measure cylinders at a point approx. 15 mm
+1 82, 505 - 82, 514 82,49
(3/4") below the cylinder top using a bore
micrometer with setting ring P 13c,
1st Oversize
Group Cylinder Diameter Piston Diameter Replace cylinders which are worn close to the
permissible wear limit,
-1 KD 1 82, 985 - 82, 994 82, 97
0 KD 1 82, 995 - 83. 004 82, 98

A ll cylinders are marked at the base to indi-
+1 KD 1 83, 005 - 83, 014 82, 99 ca te the bore diame ter group, such as "0",
or reconditioned units by "+ 1 KD 1" etc,
The piston tops bear appropriate size va lues

(+1 KD 1, etc).
The above tables show which piston and cylind er

size groups can be paired,
Fig. 128
E 60
012
The piston to cylinder clearance when new is Note:
0. 02 mm (. 0008"), the wear limit is 0. 2 mm
(. 008"). The Biral cylinders are available in four height
groups; cylinder height is the distance between
the cylinder seating flanges at the crankcase and
Cylinders worn close to the wear limit should be
the cylinder head.
replaced together with pistons; use cylinder /
piston replacement sets falling into the appro-
Cylinders installed under one cylinder head must
priate size group.
be of same height and bear same identifying sym-
Piston/ cylinder sets installed in one engine may
bols at the cylinder base. The identifying symbol
not differ by more than four size groups.
is a triangle inside which the number 5, 6, 7, or
8 is stamped, depending on the particular size
group.
REMOVING AND INSTALLING PISTONS
Special Tools: P la Electric piston heater

P 2 Piston pin mandrel
General:
The piston pins are arranged in the pistons off

the center and it is, therefore, important to
correctly install th e pistons in the engine.
The piston top bears an arrow mark. When
installed, the piston must be so orie nted that
the arrow points in the direction of vehicle
trav el, i. e., towards the flywheel.
Owing to the off-centered piston pin, the

connecting rod shifts its direction of attack,
and so does the piston its tangential angle in
relation to the cylinder wall prior to reaching
the top dead center (TDC). Since in this po-
sition the combustion has not yet begun, the
prevailing side forces are still small, which
permits the piston to shift onto the opposite
cylinder wall softly rather than with a slamming
impact. As a result, piston slap noise occuring
at time of the pressure point shift is kept at a
minimum, especially when th e piston to cylinder
wall clearance is grea te r than normal.
Fig. 129
E 61
--
4. Heat pistons to approx 80° C (175° F)
using e le ctric piston heater.
--
--
Fig. 132
5. Using the piston pin mandre l, drive
piston pins out and remove pistons.
Fig. 130 6. Remove piston rings (if necessary)

using a piston ring expander. To avoid
Removal breaking or bending the piston rings, ex-
pand these as little as possible, keeping
rings close to the piston body.
1. Remove cylinders (36 En).
2. Mark pistons to ensure reassembly in original

position and location.
Fig. 131 Fig. 133
3. Remove piston pin retainers making sure

they don't fa ll into crankcase.
E 62
912
Installation
Install pistons in reversed order of the above by

1. Connecting rods must be in proper alignment.
2. Clean pistons. Remove carbon deposits from

piston top and piston ring grooves without
scratching the base metal. Signs of uneven
contact or carbon deposits on one side of the
piston may indicate poor connecting rod
alignment,
3, Check piston rings for proper condition, ring

gap, and ring groove clearance. If not as
specified, replace piston rings or pistons, as
required, Fig. 134
4. Measure pistons. Size designation is stamped Applicable to all rings:

into each piston top. Measurements are accom-
plished as shown in the illustration (perpendi-
Ring gap 0. 3 - 0, 45 mm (. 012" - • 018").
cular to piston pin axis).
Stagger piston ring gaps so th at they are approx.
1200 apart.
Piston size groups a re shown in tables under
40 En, Piston clearance at installation i s
o. 02 mm (. 0008"). If the measurement of the
piston and cylinder reveals a clearance appro-
aching the wear limit, the piston and cylinder
should be replaced with a set falling into the
same size group. If the mating cylinder of a
damaged piston does not show traces of wear
or damage, it may be possible to replace the
piston alone with one falling into the appro-
priate size (letter) group.
5. Fit compression rings and oil scraper.
6. Check piston ring gap. This is done by in- Fig. 135

serting the ring into the cylinder and pushing
it down, somewhat, with a piston, then Piston ring side clearance is specified in the
measuring gap with a feeler gauge. Table of Tolerances and Wear Limits (page
E 95),
Piston rings must be installed with a ring ex-
pander to preve nt piston damage or ring brea k -
age.
Piston rings must be installed in the piston so

that the "TOP" marking on th e ring faces up,
i, e. , towards the piston top.
E 63
7. Insert piston pin retainer on the flywheel
side first.
8. Inspect and install piston pin. The piston pin

is held in the piston through interference fit.
If the piston pin can be pushed into the cold
piston by hand, use a pin of larger diameter.
A color code marking inside the piston on the
piston pin boss indicates the proper size of the
piston pin, as fo llows:
wh ite - 21. 997-22. 000 mm

blue - 22. 000-22. 003 mm
Piston pin clearance in the connec ting rod

bushing is 0. 020 - 0. 036 mm '· 0008" to
• 0014"). If the clearance approaches the
wear limit of 0. 050 mm (. 002"), fit a new
piston pin into a new connecting rod bushing.
Install the cold, oiled piston pin in the piston Fig. 136
which has been heated to 80°C (175°F) through
i mmersion in hot oil or application of the elec -
tric piston heater, in wh ich cond it ion the pin 9. Install second pin ret ainer. The pin retainers
should slide into the piston und er light pressure; must fit 1vell in their groove within the piston
the pin should be pushed through, to the pin pin boss.
reta iner , in one continued move.
I N S p,E C T I N G P I S T 0 N S
Piston diameter is indica ted by size group stamped In order to obtain precise measurement values,
into the piston top. The individual size groups are we recommend the use of a fixed dial gauge
shown in the piston size table (page E 65) . which has been preset with gauge blocks.
Piston measuring point is shown in Fig. 137. Pistons showing evidence of seizure or wear
are no longe r serviceable; however, if the
mating cylinde r is in good condition, the fault
can be rectified by installing only a new piston
of the appropriate size group or letter designa tion.
PISTON MEASURING POINTS AND IDENTIF I CATION
Characteristic features:
Conspiculously broad bevel around the piston top

perimeter.
Two compression rings above the piston pin, one

oil sera per below the piston pin.
Nominal diameter measuring point shown by

arrow (Fig. 137) .
Fig. 137
E64
CRANKCASE
DISASSEMBLING AND REASSEMBLING CRANKCASE
Special Tools: P 44 Hex socket (36 mm)
P 49 Retaining Springs
Disassembly
1. Remove oil drain plug.
2. Remove oil cooler.
Fig. 139
12. Remove ge nerator carrier.

Fig. 138
13. Remove timing gear cover.
3. Remove flywheel (46 En).
4. Remove oil pressure switch.
5. Remove oil pressure relief valve.
6. Remove oil strainer and magnetic filtering

element.
7. Remove fuel pump insulating flange.
8. Remove distributor and distributor pinion

shaft.
9. Remove crankshaft pulley and Woodruff key.
10. Remove pulley shield.
11. Remove oil pump ( 21 En).

Fig. 140
E 66
912
14. Remove crankcase retaining nuts. 1. Inspect crankcase and timing gear cover for
cracks or damage.
15. Remove crankcase retaining nuts at cam-
shaft end (flywheel side). 2. Using an appropriate solvent, remove sealing
compound remnants from crankcase mating
16. Withdraw right crankcase half using a rubber surfaces.
mallet if necessary. Do not pry with sharp
tools, such as a screwdriver, as this could 3. Check mating surfaces for linear alignment and
damage the mating surface. cleanliness.
4. Assemble empty crankcase and tighten retaining

nuts. Using an inside micrometer, measure
main bearing bores.
5. If necessary, lightly break the sharp edges from

main bearings bores.
6. Flush oil passages with solvent and blow trough

with compressed air,
7. Check oil suction tube for firm seating and

tightness; if necessary, refasten with P 50a
ball end punch.
8. Check valve lifters and lifter guide bores.
9. Check firm seating of dowel pins aligning

timing gear cover.
10. Insert main bearing dowel pins. Install main

bearing inserts for Bearing 2 and 3· place the
insert half which has the oil passage into the
left crankcase half making sure that the pas-
sage in the insert lines up with the passage in
Fig. 141 the crankcase bearing seat; install the other
insert halves in the right crankcase half.
11. Install crankshaft and camshaft, check for free

rotation.
17. Remove valve lifters.
12. Install thrust washer, crankshaft oil seal and
18. Withdraw camshaft and crankshaft. Bearing 1.
19. Remove camshaft end cap. 13. Note correct positioning of timing gears.
(See Fig. 142).
20. Remove crankshaft oil seal at Bearing 1.
21. Withdraw Bearing 2 and 3.
Reassembly
Reassembly is accomplished in reversed order

E 67
21. Tighten remaining crankcase retaining bolts
to 3 mkp (21. 7 lbs/ft),
22, Tighten timing gear cover retaining nuts to

2 mkp (14, 5 lbs/ft),
23, Install new oil seal at Bearing 4 in timing

gear cover.
24. Turn crankshaft to check for free rotation.
25, Install fuel pump insulating flange and fuel

Fig. 142
pump.
14. Install camshaft end plug, seal with gasket
compound.
15, Secure valve lifters with P 49 retaining

springs.
16, Apply a thin, uniform coat of gasket com-

pound to crankcase mating surfaces. Make
absolutely certain that no gasket compound
enters oil galleries of crankshaft and cam -
shaft bearings.
17. Join crankcase halves,
18, Install 0-rings and beveled washers fitted under

cap nuts; position the washers so that the in-
side beve l faces the crankcase to accomodate
the 0-rings. Tighten cap nuts to 4 mkp
(29 lbs/ft).
19. Tighten crankcase retaining nuts at camshaft

end (flywheel side),
20. Install timing gear cover.
Fig. 143
E 68
912
REMOVING AND INSTALLING DISTRIBUTOR PINION SHAFT
Installation is accomlished in reversed order

1. Remove distributor cap. of the above by noting the following points:
2. Detach connecting wire from distributor. 1. Inspect fuel pump cam and shaft pinion for
wear. If pinion shows traces of wear, install
new pinion shaft as well as distributor drive
gear (bronze) on crankshaft.
2. Inspect thrust washer at base of pinion shaft

for wear, replace if necessary (Caution- do
not drop washer into crankcase interior).
Fig. 144
3. Remove hex nut which holds distributor base

plate.
4. Withdraw distributor.
5. Remove fuel pump, insulating flange, gas-

kets, and actuating plunger ( 13 Fu).
Fig. 145
6. Withdraw distributor. pinion shaft by pushing 3. Position piston in Cylinder 1 on firing point TDC
up and turning to the left through orifice of and inse rt pinion shaft.
fuel pump receiving flange. The coupling slot in the pinion shaft is off center.
When installed, the pinion shaft must be so po-
7. Withdraw thrust washer from pinion shaJt sitioned that the slot is directly perpendicular
base in crankcase (Caution - do not drop to the longitudinal engine axis with th e smaller
washer into crankcase interior). section of the pinion shaft top facing towards the
crankshaft pulley.
8. Withdraw spring from pinion shaft.

Fig. 146 Fig. 147
4. Insert spring into pinion shaft with the help 6. Connect wire to distributor.
of a welding rod or a thin screwdriver (see
Fig. 147). 7. Adjust ignition timing.
5. Install distributor. 8. Mount distributor cap.
REMOVING AND INSTALLING OIL SEAL AT BEARING 4
Special Tools: P 73 Installer for oil seal at Bearing 4
~
Removal 2. Install oil seal with P 73 installer.
1. Remove crankshaft pulley ( 4 7 En).
2. Withdraw Woodruff key.
3. Deform old oil seal by striking it with hammer

and punch through the recess slot in th e seal
seat, withdraw oil seal.
4. Withdraw oil deflector.
5. Remove burr, if any, from oil seal seat.

Fig. 148
3. Lubricate oil sealing surface on crankshaft
Installation pulley (smoothen if necessary).
4. Insert Woodruff key.

1. Insert oil deflector.
5. Install crankshaft pulley.
E 70
REMOVING AND INSTALLING BEARING 4
Special Tools: P 27a Assembly plate for removing and installing Bearing 4
p 73 Install er for oil seal at Bearing 4
Removal
6. Remove burr, if any, from recess in oil
1. Remove timing gear cover (45 En). seal seat.
2. Deform old oil seal by striking it with hammer
and punch through recess slot in seal seat.
Fig. 151
Fig. 149
7. Heat timing gear cover to approx. 60°C
3. Pry old oil seal ou t with a screwdriver or
(140° F) and remove Bearing 4 using punch
similar tool.
P 27a of theassemblyplate set.
Installation
1. Inspect timing gear cover for absence of

damage.
2. Inspect Bearing 4 seating bore in timing gear

cover.
3. Turn set screw of Bearing 4 until the tip of the

screw projects approx. 1 mm into the bearing
seating bore in timing gea r cover.
4. Heat timing gear cover to approx. 160°C

(320° F) and install Bearing 4 using special
Fig. 150 tool P 27a.
4. Withdraw oil deflector.
5. T ighten the bearing set screw; make sure that
5. Remove bearing set screw. the screw is not too long, such as to exert
pressure upon the bearing.
6. Inser t oil deflector.
Second Edition of this page , March 1967 E 71

7. Install oil seal using P 73 installer.
Note:
When installing Bearing 4 , proceed quickly

since the bearing insert will begin to expand
immediately upon contac t with th e hot ti ming
gear cover and may, possibly, bind in the
process.
Fig. 152
~ REMOVING AND I NSTALLING TIM I NG GEAR COVER
Removal: Installation
1. Remove gene rator (5 En). The timing gear cover is installed in reversed
order of the above by noting the following
2. Remove genera tor carrie r. points:
3. Remove distributor and distributor pinion 1. Use new gaskets. It should be noted that the
shaft. three 0- rings provided for sealing the oil
ga lle ries between the timing gear cover and
4. Remove fuel pump (13 Fu), crankcase (see Fig. 153 - - two 0-rings to the
left of the timing gear) are not omitted nor
5. Remove crankshaft pulley (47 En). (See tha t they fall out when the timing gear cover
Note, below). is positioned on the crankcase.
6. Remove crankshaft pulley shield.
7. Remove oil pump (21 En).
8. Remove retaining nuts fro m timing gear

cover.
9. Remove timing gear cover.
10. Remove counter-pressure oil line and rubber

plugs.
Note:
Fig. 153
To prevent damaging the oil seal in timing
gear cover , remove Woodruff key from crankshaft 2. Ensure that th e d owel pins a re firm ly seated.
before withdrawing the cover.
E72
912
3. Place one rubber pl ug on each end of the
counter pressure oil line and install in the
timing gear cover so that the open end of
the upper plug faces the crankcase while
the open end of the lower plug i s inside the
timi ng gear cover (see Fig. 1 54).
4. Inspect oil seal at crankshaft pulley and re-

place if worn or damaged.
5. Use new gasket under generator carrier.
6. Torque retaining nuts of timing gear cover

to 2 mkp (14. 5 lbs/ft).
Fig. 1 54
REMOVING AND INSTA LLIN G FLYWH EEL
Special Too l s : P 4 4 Hex socket ( 36 mm)
General:
The flywhee l is attach ed to the crankshaft by

way of a gland nut; e ight dowel pins transmit
the torque forc es. A soft iron gasket is installed
be tween the flywheel and the crankshaft. Oil
sea ling is accomplished by an oil seal installed
in the crankcase at Bearing 1; the seal rides on
the flywhe e l hub. The gl and nut contains a
pilot bushing which supports one end of the
transmission input sha ft.
1 Flywheel 8 Bearing 1
2 Oil seal 9 Cranksha ft
3 Spacer 10 Pilot bushing
4 Gland nut 11 Oil ga llery
5 Gasket 12 Dowel pin
6 Spring washer 13 Soft iron gasket
7 Crankcase
Fig. 1 5 5
Second Edi tion of this page. Ma rch 1967 E 73

Removal
1. Remove clutch pressure plate.
2. Withdraw clutch plate.
3. Remove gland nut using P 44 hex socket.
4. Withdraw flywheel.
Install ation

1. Inspect flywheel starter ring for service-

able condition of gear teeth; slightly poun-
ded teeth may be dressed with a file,
2. Check dowel pin seats in flywheel; if the Fig. 15 6

seats appear peened, install a new flywheel.
3. Check dowel pins in the crankshaft, re- To ensure proper installation of the flywheel
place if necessary. in relation to the crankshaft, two dowel pins
have been positioned closer together; this
4. Use new soft iron gasket. point is identified on the crankshaft and fly-
wheel by the number 1 stamped into both parts.
5. Check and adjust crankshaft end play.
6. Check pilot bushing in gland nut for wear.
7. If the pilot bushing requires replacement,

install new needle bearing with gland nut.
8. Torque gland nut to 45 -50 mkp (326-

362 lbs/ ft).
9. Check flywheel for runout. Maximum

lateral runout is 0. 3 mm (. 012"), measured
in the middle of the clutch plate contact
area. Maximum vertical runout is 0,1 mm
(. 004"). Note specifications in the table of
tolerances.
Note:
Crankshaft and flywheel are balanced as a unit

and always marked with a number. It should be
noted at time of installation that both identi-
fying numbers are same.
Replacement flywheels or crankshafts are balanced
to 0 so that they are individually relaceable.
Fig. 1 57
E 74 Second Edition of this oal!e. October 1968

912
RECONDITIONING FLYWHEEL
If necessary recondition the flywheel gradually on a lathe (according to table below). Please pay attention
to the fact that the bearing surface of the clutch must be reconditioned by the same proportion as the thrust
surface of the flywheel.
max O,QL
Fig. 157a
Original
Measuring point Reconditioning grade Tolerance
m easure
mm 1 2 3
A 12,3 +
11,8 11,5 11,2 - 0,1
B 22 , 5 - - - + 0,2
+
c 39, 5 38,8 38,4 38,0 - 0,2
D 13,25 12,95 12,75 12,55 -: 0,1
E 3, 15 3, 1 - +
- - 0,0 5
r 0, 5 0,5 - - - 0,2
b 1 °30' - - - -
E 74a
912
REMOVING AND INSTALLING CRANKSHAFT PULLEY
Re mova 1
1. Remove V -belt.
2. Remove engine rear shield.
3. Remove crankshaft pulley retaining bolt.
4. Withdraw crankshaft pulley.
Installation

1. Inspect crankshaft pulley, prior to instal- Fig. 158

lation, for good condition of its seat and 1. Oil deflector
belt running surfaces. 2. Bearing 4
3. Oil seal
2. Check for possible pulley runout. 4. V-belt
5. Spring washer
3. Check oil sealing surface of pulley. 6. Retaining bolt
7. Woodruff key
4. Check oil seal for absence of damage or 8. Crankshaft pulley
wear, replace if necessary.
REMOVING AND INSTALLING OIL SEAL AT FLYWHEEL
Special Tools: VW 204b Crankshaft oil seal install e r
Installation
1. Install new oil seal using VW 204b/ oil seal

Removal
installer; to insta 11, screw i nstaller into
crankshaft end and tighten guide piece which
1. Remove flywheel. Inspect oil sealing surface carries the oil seal. The oil seal must rest at
on flywheel hub. the bottom of its sea t and must not be slanted
in the installation process.
2. Remove old oil seal.
2. Remove installer.
3. Clean the oil seal seat and apply a thin
coat of gasket compound. If necessary, 3. Use new soft iron gasket.
remove sharp edges from outer surface
perimeter, making sure to remove any 4. Instal flywheel; lightly oil the oil sealing
remaining filings. surface (hub).
E 75
REMOVING AND IN STALLING CAMSHAFT
Removal
2, Withdraw camshaft.
In s t a llation
Install camshaft by noting the following points:
Fig. 160
1. Check for firm attachment of camshaft gear 6. Check gear backlash over the entire circum-
to camshaft. ference of the camshaft gear. Correc t back-
lash, in assembled crankcase , between the
2 . Check camshaft for wear at bearing journa ls camshaft gear and c rankshaft gear is o. 015 -
and camshaft lobes, i.e. , rippled wear :in o. 04 mm (. 0006 - • 0016"). To measure,
lift ramps or slanted wear, in rela tion to move gears back and for th while taking
camshaft axis, of cam lobe races. readings with a dial gauge and measuring the
End play specifications are shown in the entire circumference of the camshaft gear.
table of tolerances, page E 95.
The facilitate proper backlash adjustment,
camshafts are furnished with camshaft gears
in five sizes.
The camshaft gears are marked on the camshaft

side with electrically inscribed or mechani -
cally stamped identification numbers such as
0, +1, +2 , -1, and - 2. The numbers show,
in hundreds of one millimeter, by how much
the pitch circle radius differs from standard
size (0); it i dentifi es a standard gear 0 , over-
size of +1 or +2 (+ 1/ 1 00 or +2/100 mm) , or
undersize gears.
Fig. 159
3. Check camshaft for whip.
4 . Check camshaft gear for good condition

and proper tooth contact.
5. When installed, the camshaft gear tooth

marked " o" lies between two crankshaft
gear teeth bearing a punch mark each.
Fig. 161
E 76
Note: Note: 912
Do not confuse the number "0" with the When installing a new camshaft g<.;ar ensur<:
timing mark "o" on the other side of the that the timing mark on the camshaft gear,
gea r. The crankshaft gear is supplied in its nearest mounting bolt bore, and the oi l
one size only and no identification is pump drive slot on the c amshaft end align in an
necessary. a lmost straight line.
Before drilling the 5, 8 mm (. 228") dowel pin
7. Lubricate camshaft with graphite oil holes, and tapering these from the camshaft
and install. side, check the gear for runout. The three
dowel pins must be firmly sea ted in the cam-
8. Do not fail to insta ll camshaft end plug. shaft gear and add itionally secured by three
punch strikes each. If necessary, install larger
9. When assembling a new crankcase, check dowel pins which may be locally manufactured
camshaft for snug but easy rotation; if ne- from high -grade steel. Torque retaining bolts
cessary check camshaft bearings with rna- to 2, 5 mkp (18 lbs/ft).
chinist' s blue and smoothen bearing sea ts
in crankcase with a scraper.
REMOVING AND INS T ALLING CRANKSHAFT WITH CONNECTING RODS
Re moval
2. Withdraw camshaft.
3. Remove crankshaft with connecting rods.
4. Mark insert of Bearing 2 and 3.
Installation
Insta llation is accomplished by noting the fol-

lowing points:
1. Lightly bevel bearing seat edges at the

crankcase joint to prevent gouging as a
result of bearing preload upon reassembly
of crankcase.
Fig. 16:2
2. Check dowel pin in Bearing 1 for firm 5. Place insert of Bearing 1 o n crankshaft
sea tin g. journal so that the off- centered dowel
pin bore is closest to the flywheel side.
3. Oil passages in crankshaft journa ls and
bearings must not have sharp edges in evi- 6. Insert crankshaft.
dence.
7. Note timing marks when installing ca!T'shaft.
4. Install in crankcase insert halves of Bearing
2 and 3.
E 77
Second Edition of this page, M.:uch 19G7
REMOVING AND I NS TALLIN G CO NNE CTING ltODS
S p ecia l Tools: VW 310a Crankshaft bench moun t
Remova l
1. Remove crankshaft and place into VW 310a 6. Visually checl< if connecting rod and its
bench mount (50 En). bearing cap have actually joined, that is,
if no obstruction i s in the joint.
2, Remove connecting rod retaining nuts, re-
move connecting rods and caps. 7. Minor stresses which may result from tighten-
ing the connecting rod retaining nuts can be
relieved through light hammer blows. The
In s tallation connecting rods, oiled prior to i nsta lla tion ,
should tip freely under their own weight.
Installation is accomplish ed in reversed order Unde r no circumstances may bear ings be
of the above by noting the following points: dressed or reworked to fit.
1. Che ck connecting rod weight: Maximum

permissible weight difference between con-
necting rods of one engine is 6 g ( • 211 oz.) •
2, Check piston pin bushing. The piston pin

should ente r a new bushing under light
finger pressure.
3. Check connecting rod a lignment and cor-

rect if necessary.
4 . Upon thorough cleaning of all parts install

c onnecting rod inserts and assemb le connec-
ting rods. The ide ntifi cation number stamped
into the side of the connecti ng rod and i ts
bearing ca p should be on the same side when
assemb led. Fig. 164
5, Torque connecting rod re taining nuts to 8, Check lateral clearance between connecting
4. 5 mkp (32, 5 lbs/ ft) . rods and crankshaft (0. 15-0. 20 mm) (. 006 to
• 008" ).
E 78 Fig. 163
912
INSTALLING CONNECTING ROD BUSHIN GS
(Connecting rods r emoved from e ngin e)
If clearance between piston pin and bushing

is excessive, install new bushings in the con-
necting rods by noting the following points: Note
1, Install new bushings on a press using a If at all possible, connecting rod bushings
round block. should be brought to correct bore size only
by means of precision drilling.
2, Bring bushing bore to correct size by mea ns
of precision drilling. Only in cases of emergency , when precision
drilling equipment is not at hand, or if eco-
3, It is in no case permissible to rebore worn nomic reasons prevent the removal of crank-
bushings and fit these with oversize piston sha ft from the engine, is it permissable to
pins, ream the connecting rod bushings, and in such
State weight when ordering connecting rods, cases only with a well guided reamer and with
the greatest of care.
MEASURING AND REALIGNING CONNECTING RODS
Specia l Tools: P 14b Connecting rod measuring fixture
Measuring
1, Remove crankshaft and take off connecting Checking for twists.

rods. Mark connecting rods and caps to en-
sure reassembly in original locations and
positions.
2 . Re move bea ring inserts.
3, Install connecting rod in P 14b measuring

fixture,
4, Inse rt measuring pin into connecting rod and

check for twists or bends.
Aligning
Connecting rods may be realigned in the

measuring fixture with the use of a MA TRA
aligning tool, or \vith other commercial alig-
ning tools.
Fig. 166

CRANKSHAFT
~ DISASSEMBLING AND REASSEMBLING CRANKSHAFT
Spec ial Tool s :
VW 16la Lock ring pliers, for removing and VW 310a Crankshaft bench mount
installing gear lock ring on crank-
shaft. VW 427 Guide tube , for installing camshaft
drive gear, spacer, and distributor
VW 202 Puller with drive gear on crankshaft.
VW 202a Puller jaws, and VW 428 Tapered guide tube, for installing
VW 202f "Block -- for removing gears from gear lock ring on cranksha ft
crankshaft
SPECIFICATIONS FOR PLAIN BEARING CRANKSHAFT
Stroke mm 74 (2. 913")
Connecting rod mm 53 (2. 0866")

journal diameter
Main bearing mm Bearing 1: Bearing 2 : Bearing 3: Bearing 4:

journal diameter: 50 mm 55 m m 55 mm 40 mm
(1 . 9685") (2.1 654") (2. 1654") (1. 5748")
D i sassembly
1. Install crankshaft in VW 310a bench mount

(mount has 8 sea ting holes).
2. Remove connecting rods (51 En).
3 . Using VW 161a lock ring pliers, remove gear

lock ring from crankshaft.
Fig. 167
E 80
912
4, Remove distributor drive gear, spacer, and 2. To simplify Ieassembly , mark insert of
camshaft drive gear from crankshaft using Bearing 1 at the crankcase joint (this aids
VW 202 puller with VW 202a puller jaws in locating the dowel pin seat).
and VW 202f block. Minor scoring in the
seating surface should be removed with care 3. Insert Woodruff key for camshaft and distri-
although the dressing must not impair the butor drive gears.
press fit of the gears,
4. Inspect camshaft drive gear for wear and
tooth contact, heat to 80°C ( 176° F), and
Reassembly press onto crankshaft, with chamfered side
facing flywheel, using VW 427 guide tube.
Reassembly is accomplished in reversed order
of the above by noting the following points: 5. Check distributor drive gear for wear, replace
if necessary. Heat gear to 80°F (176Dr-) and
press onto crankshaft using VW 427 guide tube.
1. Check crankshaft for whip, cracks (accous-
tical sound test), or wear, Replace crank-
6. Install gear lock ring on crankshaft, use VW
shaft if necessary. The crankshaft may be
428 tapered guide tube to prevent damaging
reground,
the bearing journal. Check gears for firm
seating when cool.
7. Clear oil galleries with compressed air, flush

with oil.
The crankshaft can only be regrinded at the 8. Install connecting rods,

factory.
CHECKING AND ADJUSTING CRANKSHAFT END PLAY
Special Tools:
P 17 Dial gauge holder, for measuring end play in
assembled engine.
Checking End Play
End play should be 0,14 - 0,17 mm (. 0055 to

• 0067), wear limit 0. 22 mm (. 0087"), End
play should be adjusted before installing the
crankshaft. The use of more than one soft iron
gaskets isnot permissible.
1. Properly position Bearing 1 on Journal 1
2. Install spacer of calculated thickness. The

spacers are available in thicknesses from 0. 8
to 1. 05 mm (. 0315 to , 0413") and are mar-
ked alphabetically from A through F.
Fig. 168
E 81
Third Edition of this page, October 1968
3. Attach flywheel to crankshaft and torque
gland nut to 45-50 mkp (326-362 lbs/ft).
4. Measure end play with feeler gauge.
Fig. 171
2. Place gauge base on the flywhee l hub and
measure depth of seat (flywheel hub takes
up the thrust, hub seat rests on crankshaft
end).
Fig. 169
3, From the difference between both readings,
and considering the thickness of the soft iron
End play is measured at the crankshaft pulley gasket, the thickness of the required spacer
when the engine is installed in vehicle, and may be determined.
at the flywheel when the engine is removed.
In both cases use a dial gauge mounted in P 17 The soft iron gasket thickness is 0,10 - 0. 14 mm
holder. When measuring end play at the crank- (, 004 - • 006") The use of more than one soft
shaft pulley, attach gauge holder to a stud in iron gaskets is not permissible.
the timing gear cover; when measuring at the
flywheel, attach the hold er to the engine mount-
ing flange by means of a bolt. Exampl e :
(1 mm = • 03937 in,)
Crankshaft-end to
Bearing 1 thrust flank 4 . 015 mm
Crankshaft seat depth

in flywheel hub - 3, 025 mm
0, 990 mm
Soft iron gasket

thickness + 0.100 mm
1. 090 mm
Fig. 170 Required end play - 0.140 mm
Calculating End Play Spacer Thickness= 0, 950 mm

===========
1. Place gauge base on the end of the crank-
shaft and measure distance from crankshaft
end to the thrust flank of Bearing 1 (crank-
shaft pushed to flywheel),
E 82
912
RECONDITIONING CRANKSHAFT
Crankshafts can only be regrinded at the factory and/or obtained through the exchange service, as these
crankshafts demand a special treatment of material.

Appropriate undersize bearings are available within the spare part programm; it must be determined however,
if the main bearing bores in the crankcase are standard or oversize.
M A IN BE A RING A N D C RA N K S H A F T J 0 URN A L DIME N S I 0 N S
(1 mm = • 03937")
MAIN BEARINGS
Nomenclature Version Bearing 2 and 3 Bearing 1

mm mm
Crankshaft Journal Standard Diamete r 54. 990 - 54 . 971 49. 991-49. 975
Inside standa rd Wall thickness 2. 615 - 2. 603 5. 096- 5.108

Bearing Insert
Outside standard Outside diameter - 60, 29 + o. 02
Crankcase Bore Standa rd Diamet er 60. 24 +- o. 005 60; 24: 0, 005
Crankshaft Journal Standard Diamete r 54. 990 - 54 . 971 49. 991-49. 975
Inside standard Wall thickness 2. 740 - 2. 728 5. 221- 5. 233

Bearing Insert
Outside oversize Outside diameter - 60. 54 + o. 02
Crankcase Bore Oversize Diameter 60.49 !: o. 005 60. 49 !: o. 005
Crankshaft Journal 1st und ersize Diameter 54. 740-54.721 49. 74 1-49, 725
Inside undersize Wall thickness 2. 740 - 2.728 5. 221 - 5. 233

Bearing Insert
Outside standard Outside diameter - 60. 29 + 0. 02
Crankcase Bore Standard Diamete r 60. 24 : o. 005 60. 24 +- o. 005

Cranksha ft Journal 1st undersize Diameter 54. 740 - 54 . 721 49. 741-49. 725
Inside undersize Wall thi ckness 2. 865 - 2. 853 5. 346- 5. 358

Bearing Insert
Out side oversize Outside diameter - 60. 54 t o. 02
+ +
Crankcase Bore Oversize Dia meter 60.49 - o. 005 60. 49 - 0. 005
E 83
Third Edition of this page, October 1 968
Nomenclature Version Bearing 2 and 3 Bearing 1
mm mm
Crankshaft Journal 2nd undersize Diameter 54.490 -54.471 49. 491-49.475
Inside undersize Wall thickness 2.865- 2.853 5. 346- 5. 358

Bearing Insert
Outside standard Outside diameter - 60. 29 1- 0.02
+
Crankcase Bore Standard Diameter 60. 24 - o. 005 60. 24 ! o. 005
Crankshaft journal 2nd undersize Diameter 54.490 - 54.471 49.491-49.475
Indise undersize Wall thickness 2. 990- 2.978 5. 471- 5.483

Bearing Insert
Outside oversize Outside diameter - 60. 54 + o. 02
+ +
Crankcase Bore Oversize Diameter 60.49 - o. 005 60.49 - o. 005
Crankshaft Journal 3rd undersize Diameter 54.240 - 54.221 49.241-49.2:25
Inside undersize Wall thickness 2.990 - 2.978 5.471- 5.483

Bearing Insert
Outside standard Outside diameter - 60,29 + o. 02
+
Crankcase Bore Standard Diameter 60,24 - o. 005 60.24 +- 0, 005
Crankshaft Journa l 3rd undersize Diameter 54.240-54. 221 49. :241-49.225
Inside undersize Wall thickness 3.115 - 3.103

Bearing Inse rt
Outside oversize Outside diameter 60.54 + 0, 02
+
Crankcase Bore Oversize Diameter 60,49 - 0.005 60.49 ± o. 005
Fig. 172 Measuring point for establishing thickness of

bearing inse rts.
E 84
912
DIMENSIONS FOR BEARING 4
Nomenclature Version Bearing 4

mm
Crankshaft Journal Standard Diameter 39.982-39.971
Inside standard Wall thickness 4. 975- 4. 985

Bearing Insert
Outside standard Outside diameter 50.050-50.034
Crankcase Bore Standard Diameter 50.000-50.024
Crankshaft Journal Standard Diameter 39.982-39.971
Inside standard Wall thickness 4.975- 4.985

Bearing Insert
Outside oversize Outside diameter 50. 050-50. 034 .
Crankcase Bore Oversize Diameter No oversize provided
Crankshaft Journal 1st undersize Diameter 39.732-39.721
Inside undersize Wall thickness 5.100- 5.114

Bearing Insert
Outside standard Outside diameter 50.050-50.034
Crankcase Bore Standard Diameter 50.000-50.024
Crankshaft Journal 1st undersize Diameter 39. 732-39. 721
Inside undersize Wall thickness

Bearing Insert No oversize provided
Outside oversize Outside diameter
Crankcase Bore Oversize Diameter No oversize provided
Two additional undersizes are available for the crankshaft journal and insert for Bearing 4:
2nd Undersize: Crankshaft journal diameter 39.50 mm

Wall thickness 5. 239 mm
3rd Undersize: Crankshaft journal diameter 39.25 mm

Wall thickness 5.364 mm
E 85
CONNECTING ROD BEARINGS
Nomenclature Version A ll Journals ( m m)
Journal Standard Diameter 53 .000-52.987
Inse rt Standard Wall thickness 1.96- 1. 97
Connecting Rod Bore Standard Diameter 56.980-56.999
Journal 1st undersize Diameter 52.750 - 52.737
Inside undersize
Inse rt Wall thickness 2, 085- 2. 095
Outside standard
Connecting Rod Bore Standard Diameter 56.980-56.999
Two additional undersizes are available for the connecting rod journals and bearing inserts:
2nd Undersize: Journal diameter 52. 50 mm h5

Wall thickness 2. 215 + 0. 01 mm
3rd Undersize: Journal diameter 52.25 mm h5

Wall thickness 2. 339 +0. 01 mm
The crank shaft can be reconditioned, or procured in exchange, only at the factory since they are
subject to an exclusiv e metal treatment. The respective undersize bearings can be procured as
spare parts but i t must be determined if the main bearing bores in the crankcase are standard or
oversize.
E 86
CLUTCH
DESCRIPTION OF THE CLUTCH
General
A dry sing le plate clutch is incorporated in the Clutch actuation at disengagement is by way of
flywheel between engine and transmission. Th e the clutch pedal, clutch cable, control fork ,
spring cushioned clutch disc ha s friction linings and throwout bearing. Th e throwout bearing
on both sides. It rides in the splined input shaft exerts pressure upon the segments of the dia-
and has ax ial freedom of movement. phragm spring, displacing it axially. There -
The diaphragm spring, together with the clutch sulting deflection of the diaphragm spring re-
a ssem bly, is centrally mounted in th e flywheel. lieves pressure from the pressure plate and,
In engaged condition, the clutch disc is he ld thus, from the clutch disc, resulting in disen-
a gainst the flywheel by the pressure pla te upon gagement of engine from the transmission.
which the diaphragm spring acts, thus providing
a mechanical lock between the engine and trans -
mission.
Clutch maintenance is limited to adjustment
The clutch control fork, mounted in the trans- of the clutch pedal clearance of 20 - 25 mm
mi ssion housing, carries the throwout bearing. ( 3/4 to 1 in. ) in the course of normal clutch lining
The throwout bearing is permanently lubricated wear, and also to the ad justment of th e c lutch
and requires no maintenance. pedal travel limiter.
Fig. 173

REMOVING AND INSTALLING CLUTCH
Removal
1, Remove engine and detach from transmission, 5. Check throwout bearing for wear and
smooth rotation, replace if necessary.
2, Evenly loosen clutch retaining bolts, slacken-
ing each by one or two turns at a time and 6. Check control fork seat in transmission
switching in a cross sequence until the spring housing for wear and good seating, repair
pressure is relieved, to avoid distortion of if defective.
spring housing.
7. Fill bushing in gland nut at flywheel with
approx. 2 cc (. 12 cu. in,) graphite grease or
MoS 2 compound,
8, Install clutch disc with the aid of an arbor

or a shortened transmission input shaft.
9. Push clutch assembly onto aligning dowels

in flywheel. If the flywheel is not provided
with dowel pins, align clutch assembly with
the help of P 219 locating arbor.
10, Evenly tighten clutch retaining bolts, turning

each by one or two turns at a time in a cross
sequence to avoid distortion of spring housing.
Fig. 174 Use only 1 0 K hex bolts with lock washers.

Torque bolts to 3, 5 mkp (25,3 lbs/ft).
3, Withdraw clutch assembly .
11, With transmission attached to the engine pull
4. Withdraw clutch disc. clutch control lever in direction of arr ow.
The distance between the lever and trans-
mission housing should still be not less than
In sta llation 20 mm (4/5 in,).
Installa tion is accomplished in reversed order

1, Clean clutch contact surface in flywheel

and check for wear. If necessary reface
surface and polish with fine polishing cloth.
Replace flywhee l if excessively worn.
2, Check clutch disc for lining wear, lateral

runout, and evenly working undulated
spacers between both lining discs, Devote
special attention to riveted joints securing
flange to disc. If necessary, replace comp-
lete clutc!1 disc assembly.
3. Check torsion damper for firm seating and

inspect springs for cracks, If in defective
condition, replace clutch disc assembly.
4, Inspec t clutch asse mbly. Fig. 175
E 88
912
INSPECTING CLUTCH DISC
1, The clutch linings are riveted to undulated 4, Check clutch disc for runout at linings:
spring segments which curve from side to Permissible runout is 0. 6 mm ( . 024 "),
side and provide a cushioning effect in the
clutch disc, It is essential for proper func-
tioning of the clutch that the cushioning
action of individual segments is equal in all
sections of the clutch disc,
2, The clutch disc should slide freely on the

splined input shaft but it must not show
evidence of radial play,
3, Inspect clutch linings.

If the linings are oiled, scorched, torn, or
worn considerably, install a new clutch disc.
Visible forma tion of cracks in the lining

surface between the rivets can be disregarded,
Clutch disc with riveted linings:

+
Compressed thickness = 9, 2 - 0, 2 mm
(. 362" ± . 008")
Wear limit =8 - 7, 8 mm
(. 315" - • 307")
~asurements are taken between both friction

surfaces of the clutch disc , Fig. 177
Thickness A, decompressed = 10,1 - 0, 4 mm

(. 398" -. 016")
5. Check torsion damper for firm seating and
inspect spring supporting plates for cracks,
Replace clutch disc if detective.
No t e:
Replacement of clutch linings should not be

Fig, 176 undertaken; if worn, install a new clutch disc,
E 89
INSPECTING CLUTCH ASSEMBLY
The Fichtel-Sachs MX 200 K clutch has been

designed without provision for repair or overhaul.
The clutch inspection is, therefore, limited to a
thorough visual examination of the component
parts.
1. Clean the clutch.
2. Check diaphragm spring segments for wear

in the throwout bearing contact area. Groove
formation up to a depth of O. 3 mm (. 012")
rna y be disregarded.
Fig. 179
3. Check pressure plate contact surface for 5. The diaphragm spring is riveted to the
cracks, scorching, or wear. Pressure plates spring housing with two wire ring spacers
warped inward up to 0, 3 IJ1m (. 012") (see inbet\veen.
illustration) are still serviceable.
Clutch assemblies showing visible wear
at the rivet heads or at the wire ring spacers
should be replaced.
Fig. 178
4 . Check attachment points of diaphragm spring Fig. 180

and spring housing for cracks. Check rivets for 6. Lightly coat the diaphragm spring seat at
firm seating. the wire ring seating a rea with Mos 2 paste
Clutch assemblies with damaged or loose rivet prior to installation.
connections must be re placed.
E 90
912
ADJUSTING CLUTCH
General
Both ends of the clutch cable have threads The adjustment should be made with care
and may be adjusted at either the clutch since insufficient clearance will result in
control lever in transmission housing or at clutch slippage followed by burnt linings.
the clutch pedal. The clutch is correctly
ad justed when clutch pedal free travel is
20 - 25 mm (3/4 to 1 in.).
ADJUSTING CLUTCH FREE - PLAY AT CONTROL LEVER
1. With car on stands, loosen lock nut at

clut ch lever clevis.
2. Adjust clutch free travel (20-25 mm or

3/4 to 1 in. ) by turning the adjusting nut.
3. T ighten lock nut when adjustment is made.
Fig. 181
~
AD J USTING CLUTCH FREE - PLAY AT CLUTCH PEDAL
1. Remove rubber mat located i n front of 5. Tighten lock nut when adjustment is completed
passenger seat. check clevis pin retaining spring fo r proper
seating. Thoroughly lubricate threaded part of
2. Raise rubber cover from center tunne l and cable end.
fold back.
3. Loosen lock nut in thread ed part of cable at

clevis. Pull retaining spring off clevis pin and
withdraw pin.
4 . Adjust by turning the clevis. The clevis ma y

be turned only until i t is flush with the cable
bolt.
Fig. 182
E 91
Second Edition of this page. March 1967
CHECKING AND ADJUSTING CLUTCH PEDAL TRAVEL LIMITER
Note:
The diaphragm spring clutch requires an exactly 2. Loosen both limiter retaining bolts with a
limited clutch pedal travel. Whenever work has 3 mm Allen-head wrench.
been performed on the clutch, check and correct-
ly adjust the clutch pedal travel.
Ch ec king Fig, 183
a) Bring transmission to operating temperature.
b) Depress clutch pedal to stop. At this point

the reverse gear should silently engage,
allowing a quick moment of pause between
pedal depression and gearshift movement.
Adjusting 3. Slide the limiter up or down, as required,
The pedal limiter is secured with two 3 mm 4. Tighten limiter retaining bolts,
Allen head bolts nested in slot holes to permit
adjustment. 5. Check clutch pedal travel as outlined in
Point b, above.
1. Remove rubber mat,
E 92
912
REMOVING AND INSTALLING CLUTCH CABLE
Removal
1. Fold back rubber mats in forward leg area. 5. Pull clutch cable rearward and out.
2. Raise rubber cover from center tunnel and 6. Remove lock nut and adjusting nut from
fold back. thread ed rear part of cable.
3, Loosen lock nut in threaded part of cable a t

clevis. Pull retaining spring off clevis pin
and withdraw pin.
I nsta lla tion
Prior to installation of cable check cable

conduit tube and rubber bellows for good
condition, replace i{ defective.
1. Coat cable with grease and guide into

cable conduit tube from the rear.
fig. 184
2. Readjust clutch free play.
4. Remove clevis and lock nut from threaded

cable end.
E 93
CLUTCH SERVICE DIAGNOSIS
Malfunction Possible Cause Remedy
1. Noisy clutch: a. Worn bushing in flywheel a. Install new bushing and

when disengaging and gland nut fill with 2 cc graphite
driving away grease
when disengaging b. Excessively worn throwout b. Install new throwout

bearing bearing, ensure proper
clutch free play
at acceleration or c. Loose or damaged torsion c. Install new clutch disc

decleration damper in clutch disc
2, Clutch chatters: a, Loose cable conduit a. Preload cable conduit
b. Unsatisfactory action of b. Install new clutch disc

undulated cushioning
segments between disc
linings
c. Transmission and engine c. Tighten attaching bolts

not firm in support and nuts, Replace engine
and transmission support
if damaged
3, Clutch drags: a. Excessive clutch free play a. Adjust clutch free play
to 20-25 mm pedal travel
b. Whipping clutch plate or b. Straighten or replace clutch

transmission input shaft disc or input shaft
c. Clutch disc cushioning c. Install new clutch disc

segments excessively
tensioned
d. Transmission input shaft d. Ream bushing in gland nut

too tight in flywheel gland to specifications
nut
e. Insufficient clutch pedal e. Check clutch pedal travel

travel and adjust travel limiter.
4. Clutch slips: a. Clutch free play too small, a. Adjust clutch free play to
diminishing with clutch disc 20-2 5 mm at clutch pedal
wear
b. Oiled or worn clutch disc b. Install new clutch disc,

linings if necessary replace oil
seals at transmission or
engine
c. Weak diaphragm spring c. Install new clutch

assembly
E94
TOLERANCES AND WEAR LIMITS
912
ENGINE
Measuring Point Unit Tolerance (new) Wear Limit
1. Cylinder seat depth mm 9. 500 - 9. 600 10. 000

in cylinder head inch • 374 - • 378 . 3937
2. Cylinder bore ovality, mm n/a 0.020

B minus A inch n/a . 0008
3, Piston to cylinder mm 0, 041 - o. 059 0,20

clearance inch • 0016 - • 0023 • 008
4. Piston ring side Ring1 mm o. 075 - o. 107 o. 25 - o. 30

clearance inch . 0030 - • 0042 . 0098 - . 0118
Ring 2 mm o. 045 - o. 072 o. 25 - o. 30

i nch • 0018 - • 0028 • 0098 - • 0118
5, Piston ring side clearance mm o. 025 - o. 052 o. 25 - o. 30

Oil ring inch • 0010 - • 0020 . 0098 - . 0118
E 95
Measuring Point Unit Tolerance Wear Limit
(new)
6. Piston ring gap

mm o. 15 - o. 30 o. 95
inch • 0059 - . 0118 . 0374
7. Weight differential bet- g 5 n/a

ween pistons in one engine oz. .176 n/a
8. Weight differential bet- g 6 n/a

ween connecting rods oz. 211 n/a
in one engine
9. Piston pin to connect- mm o. 012 - o. 028 o. 042

inch • 0005 - • 0011 • 0017
ing rod cle arance
1 o. Crank pin to connect- mm o. 040 - o. 092 o. 130

inch • 0016 - • 003 6 • 0051
ing rod clearance
11. Cra nkshaft to main

bearing clearance
(bearings installed)
a. Bearing 1
mm o. 028 - o. 078 0.170
inch • 0011 - • 0031 • 0067
b. Bearing 2 and 3
mm o. 046 - 0.100 0. 170
inch • 0018 - • 0039 • 0067
c. Bearing 4
mm o. 040 - 0.104 0.170
inch • 0016 - • 0041 • 0067
E 96
(new)
12, Crankshaft runout at mm max. 0, 020 o. 030

Bearing 2 and 4 inch max .. 0008 • 0012
(Bearing 1 and 3 on
V-blocks)
13, Crankshaft to crank- mm 0. 13 - 0, 18 o. 3

shaft thrust bearing inch • 0051 - • 0071 • 0118
14. Main bearing journal mm n/a o. 020

ovality inch n/a • 0008
l5. Connecting rod journal mm n/a o. 020

ovality inch n/a • 0008
16, Crankcase bores for

main bearings (dia)
mm 60, 235--60. 245 n/a
a. Bearing 1 - 3
inch 2,371 5-2, 3718 n/ a
See page E 83
mm 50, 000-50, 025 n/a
b. Bearing 4
inch 1, 9685 -1,9695 n/a
17. Crankshaft pulley vertical mm A max. 0.250 n/a

runout inch A max. • 0098 n/a
lateral mm B max. 0,250 n/a

inch B max. • 0098 n/a
E 97
(new)
18. Crankcase bore for camshaft mm 24. 020 - 24. 041 24,070
(dia,) inch • 9457 - • 9465 • 9476
19, Camshaft:
Bearing clearance
mm o. 020 - o. 054 0,120
inch • 0008 - • 0021 • 0047
End play, at thrust end

mm o. 040 - o. 080 0,100
inch • 0016 - • 0031 • 0039
Center bearing runout mm 0,020 o. 025

(camshaft mounted on inch • 0008 • 0010
centers)
20, Timing gear runout

(gear bolted and pinned
to camshaft):
Lateral runout mm max. 0,100 n/a
inch max • • 0039 n/a
E 98
912

(new)
Timing gear runout (gear

bolted and pinned to cam-
shaft-- continued from pre-
ceding page)
mm o. 015- o. 040 n/a
Gear blacklash
inch • 0006 - • 0016 n/a
mm o. 025
Vertical runout
inch • 0010
21. Flywheel:
Lateral runout, measured mm max. 0.300

at starter ring (A) inch max. • 0118
Lateral runout, measured in clutch

mm max. o. 040
plate recess (B)
inch max. • 0016
Vertical runout, measured at mm max. 0. 20

starter ring (C) inch max. 0. 0008
E 99
Measuring Point Unit Tolerance Wcar Limit
(new)
Vertical runout, measured mm max. 0.100 n/a

in clutch disc recess (D) inch max •• 0039
Unbalance , measured with c:.1g max. 5 n/a

crankshaft oz/in. max •. 069 n/a
Diameter of oil sealing mm 59, 900 - 60. 100 59. 700

surface at hub (E) inch 2 . 3583 - 2. 3661 2. 3504
mm 3. 10 - 3. 15 n/a
Depth of recess to web (F)
inch .1220 - .1240 n/a
Web thickness (G)

mm
inch
6. 3 - 6. 85
• 2480 - • 2697
min. 4 , 800
min. .1890 G1't6//•
mm 9, 250 - 10.250 n/a
tir•
Width of oil sealing area (H)
inch • 3642 - • 4035 n/a
. . I
Machining starter ring gear

mm n/a max. 2,000
teeth
inch n/a max. • 0787
22. Valve stem diameter: mm 9, 990 - 9. 978 9. 940

Intake valve inch • 3933 - • 3928 . 3701
mm 9. 970 - 9, 958 9. 940

Exhaust valve
inch • 3925 - • 3920 • 3701
E 1 00
912
Measuring Point Unit Tolera nce Wear Limit
(new)
23. Valve guide to valve stem

clearance:
mm 10. 025 - 10. 040 10.070

a) Valve guide inside diameter
inch . 3947 - • 3953 . 3965
b) Intake valve clearance in mm 0.035 - o. 060 0.120

bore inch . 0014 - . 0024 • 0047
c) Exhaust valve clearance in mm 0.055 - o. 080 0.120

bore inch . 0022 - . 0031 • 0047
"-._..,- 24. Valve seat:

mm 1. 25
+- 0.1 5
Intake seat width (a) n/a
inch • 0492 +- • 0059 n/a
+
Exhaust seat width (a)
mm 1. 55 - o. 15 n/a
inch • 0610 "! . 0059 n/a
Lateral runout of valve mm o. 010 n/a

head to seat inch . 0004 n/a
5. Valve springs:
mm 47 n/a
Spring length, no load
inch 1.85 n/a
Spring length, installed --

mm 41 n/a
intake
inch 1 , 61 n/ a
mm 40,5 n/a
exhaust
inch 1,59 n/a
Spring force when com- kg 36 t 1, 5 kg n/a

pressed to 41 mm length lbs 79 ..r 3, 3 n/a
Spring force when com- kg 97 :!- 2,5 n/a

pressed to 30.1 mm length
lbs 213 t 5, 5 n/a
26. Valve clearance in cold

mm 0. 10 n/a
engine --- intake
inch .004 n/a
exhaust mm 0.15 n/a

inch • 006 n/a
Replacement page 3, October 1970 E 101

(new)
mm 16. 000 - 16. 018 16. 035

27. Rocker arm, inside diameter
inch • 6299 - • 6306 . 6313
Rocker arm shaft, outside mm 15. 984 - 15. 973 15.965

diameter inch • 6293 -.6289 • 6285
mm o. 016 - o. 045 0.070

Rocker arm to shaft clearance
inch • 0006 - . 0018 • 0028
28. Valve lifters:
Valve lifter bore in crank- mm 12. 000 - 12. 018 12. 060
case (dia.) inch .4724 - . 4731 .4748
mm 11. 966 - 11. 984 11. 945

Valve lifter diameter
inch .4711 - .4718 .4703
Valve lifter to crankcase mm 0. 016 - 0. 052 0.100

bore clearance inch . 0006 - . 0020 . 0039
29. Oil pressure:

atm 0. 5 minimum
Warm engine, idling (pressure)
psi 7.3 minimum
Warm engine, at 2. 500 rpm atm 3. 0 minimum 2,0

(pressure) psi 44 minimum 29
30. Oil pump:
Pump gears extend beyond mm 0.06 - o. 125 n/a

housing (without gasket) inch • 0024 - • 0049 n/a
Thickness of compressed mm 0.16 n/a

gasket (A) inch • 0063 n/a
Gear end play, with mm 0.035 - 0.10 0.20

gasket and cover installed (B) inch • 0014 - • 0039 . 0079
Gear backlash
mm 0.030 - o. 080 n/a
inch • 0012 - • 0031 n/a
E 102
912

(new)
31. Spring for pressure relief

valve spring in crankcase,
and
Spring for bypass valve in
timing gear cover:
mm 66 n/a
Free length
inch 2.6 n/a
Spring pressure when

+
compressed to 49 mm kp 4.7 -7% n/ a
length lbs 10.4 ! 7 o/o n/a
Spring wire cross -sec-

tion (diameter) mm 1. 4 n/a
inch • 055 n/a
32. Oil pressure switch atm 0.3 - 0. 6 n/a

opens at pressure of psi 4. 4 - 8. 8 n/a
E 103
TORQUE VALUES FOR BOLTS AND NUTS
912
(1 mkp = 7. 233 lbs/ft)
mkp lbs/ ft
Crankcase bolts .••.••••••••••••••••.•••••••••••••••••• 2,5 18
Timing gear cover nuts ••.• •.. .... ••...• • .• .• •. •.••. ••. 2.0 14.5
Connecting rod nuts (without safety plates) ..•..••••••••. .• 4,5 32.5
Cap nuts for through - bolts ..•.•...•.•••.•..•.••.••••••• 4.0 28.9
Cylinder head nuts ..••. .•... .... . .•. ••••••• •.•.•••.••.• 3.0 21.7
Rocker arm carrier retaining bolts .••.••.••..••.•••.••..• 5.0 36.2
Camshaft gear retaining nuts •••.•.•.•••...•••••..•..••.• 2.5 18
Rocker arm shaft retaining nuts . •••.•..• ... • •••.•.••••••• 2-2,5 14. 5 - 18
Blower impeller retaining nut .••.•••••.• , ••.•.•••..•••.. 10,0 72.3
Flywheel gland nut ••••• • •• •••• •. •.. •••••.•••••• • •••. •• 35-37 253 - 268
E 105
912
FUEL SYSTEM
DESCRIPTION
THE FUEL SYSTEM CONSISTS OF THE FOLLOWING MAJOR COMPONENTS:
1, Fuel tank
2. Fuel lines
3. Mechanical fuel pump
4. Two double -throat downdraft carburetors
with air cleaner
The fuel tank is located under the front lid beneath the luggage compartment. It has a
capacity of 62 liters ( 16.4 US gal.) of which 7 liters (1. 8 US gal.) are the reserve.
Th e f u e 1 sup p 1y line leads to the fuel pump through th e frame tunnel.
The fuel p ump is actua ted by a cam, machined into the distributor pinion shaft, over an
actuating plunger.
Each bank of two cylinders has one double-throat downdraft carburetor with ail accelerating
pump.
The air c 1 e an e r s or induction silencers remove dust and dirt from the induction air.
F 1
DESCRIPTION OF THE SOLEX 40 P II - 4 CARBURETOR
912
General
The Type 912 Porsche is equipped with two SOLEX 40 P II - 4 double-throat downdraft carburetors.
The induction throats are 40 mm (1. 575") in diameter. Since the carburetors are located very close
to the combustion chambers, cold starting enrichment devices are not needed,
1 2 3 4 5
6
23
7
8
22
9
21
10
20
19
11
18
17 16 15 14 13 12
Fig. 1
1 Cover retaining screws 13 Accelerating pump leve r

2 Power enrichment nozzle 14 Accelerating pump rod
3 Float needle valve 15 Main jet carrier with jet
4 Fuel line connector 16 Idle mixture adjustment
5 Carburetor cover 17 Idle speed adjustment
6 Cover gasket 18 Throttle shaft
7 Accelerating pump nozzle 19 Throttle return stop
8 Carburetor body 20 Throttle arm
9 Idle jet 21 Accelerating pump jet
10 Float level adjustment 22 Preatomizer
11 Accelerating pump 23 Air correction jet
12 Accelerating pump adjustment
Second Edition of this page, March 1967 F3

Description
The carburetor basically consists of the main body and cover, with a gasket separating the two. The
main body contains two induction barrels, each having an independent idle and power metering sys-
tem. The throttle shaft, which passes through both barrels, controls both throttle valves and carries
a throttle return stop and throttle arm.
SCHEMATIC VIEW OF CARBURETOR
16 17 18 19 20 21 22
Fig. 2
1 Idle metering jet 12 Prea tomizer

2 Idle a ir bleed 13 Ve nturi
3 Venturi 14 Idle air bleed
4 Prea tomizer 15 Idle metering je t
5 Power enrichment nozzle l6 Main jet carrier
6 Air correction jet 17 Idle mixture adjustment
7 Emulsioning tube 18 Throttle valve
8 Powe r enrichment jets 19 Float chamber
9 Air correction jet 20 Throttle valve
10 Emulsioning tube 21 Idle mixture adjustment
11 Power enrichment nozzle 22 Main jet carrier
F4
The accelerating pump located on the broad
side of the carburetor is actuated through an
912
adjustable rod and feeds fuel to both induc- 2 3 4 5
tion throats.
1 Preatomizer
2 Accelerating pump nozzle
3 Accelerating pump jet

4 Pump diaphragm spring
5 Pump diaphragm
6 Fuel passage, float chamber to
check valve
7 Check valve with return flow port

8 Pump rod spring
9 Pump arm
6 7 8 9
The float chamber is located between both in-
duction throats. The fuel level in the float cham- Fig. 3
ber is regulated through the buoyancy of the float,
that is, the float tang opens or closes the float
needl e valve. The float level may be adjusted
by means of an externally located screw which
adjusts the height of the intermediate swivel
joint. This provision makes it possible to easily
adjust the float level for the particular grade of
fuel used. The fuel level may be checked by
removing the plug from the inspection port.
1 Float chamber vent

2 Float needle valve
3 Carburetor cover
4 Threads fo r fuel line connector

5 Inspection port plug
5 6 7
6 Float
7 Fl oat level adjusting screw Fig. 4
Second Edition of this page. March 1967 F 5

The carburetor cover accomodates the fuel inlet, float chambe r vent, and float needle valve (the
latt er is accessible from within). In addition, two powe r e nri chment nozzles are press-fit into the
cover.
Idl e Met er i ng (Fig. 5)
The fuel enters through the idle metering jet (g) and mixes with air entering through the idle air
bleed (u) forming an emulsion. The emulsion flows to four small discharge ports located near the
throttle valve. The amount of emulsion dispensed through the lowest port is controlled by the idle
mi xture screw ( W). The emulsion dispensed into the induc tion throat through the idle mixture port
combines with induction air which is passing through the partly open throttle valve and atomizes into
idle mixture.
The idle mixture can be leaned out by turning the adjustment screw in, and enriched by turning it out:
both screws should be set approx imately same.
The idle speed adjustment controls the engine idle rpm, i. e. , turning the screw clockwise increases
the rpm, and turning it counterclockwise decreases rpm.
The idle syst em empl oyed in this carburetor i s an indepe nde nt system since it draws the fuel from a
point before the ma in jet carri er (Y). As a result, nega tive pressures prevailing in the induction throat
have a continuous effect on the idle me tering system and a certain amount of the id le mixture is fed
into the induction throats at normal power settings as well.
Fig. 5
F 6
Intermediate Metering
012
The three discharge ports located above the idle mixture discharge port provide progressive metering
at intermediate throttle openings between idling and power. The lowest port, located at the throttle
valve l evel, feeds idle mixture when the throttle is set for idling, while the two upper ports begin to
feed the mixture as the throttle begins to open. This metering provision ensures smooth transition from
idle speeds to power settings
Fig. 5a
Power Metering
T he fuel flows through the main jet carrier (Y) and the main jet (Gg) into a well which contains the
emulsion tube (s) and, directly above it, the air correction jet (a). Vacuum in the induction throat
draws the fue l into the preatomizer (X) where it mixes with air and continues to the venturi (K) where
it is fully a tomized into the comb ustion mixture. As the vacuum in the induction throat increases, the
fuel level in the emulsion tube well decreases and air enters through the air correction jet, mixing
with the fuel through orifices in the e mulsion tube and effecting a derichment of the fuel/ air mixture .
As long as the engine is operating in the mid -rpm range under partial or full throttle load, only the
main metering system supplies the fuel. However, as the air velocity in. the induction throat increases
wi th increasing rpm, the vaccum e ffect in the throat becomes so intense that it begins to draw supple-
mental fuel from the power enrichment nozzle ( ql); the power enrichment system consists of the dis-
charge nozz le ( ql) and the metering jet ( q2) and draws fuel directly from the float chamber. The enrich -
ment system comes into action when the e ngine is running under full throttle at high rpm.
Second Edition of this page. March 1967 F 7

,-·, ,, q1
I
'
.·X a X
s·
Gg Q - Gg
v v
. ·: -:
Fig. 6 Fig. 7
Partial Load Full Power with Enrichment
The main metering system together with its supplemental enrichment system ensures a well balanced
and metered fuel/ air mixture required for combustion, realizing the desired fuel economy and, ye t,
maximum powe r output on demand.
Acceleration
A mechanically actuated diaphragm-type accelerating pump is employed. The pump receives fuel
directly from the float chamber. When the pump is at rest, the diaphragm (M) is kept outwa rds by the
diaphragm spring (m). As the throttle valve opens, actuating motion is transmitted to the pump by the
pump rod (T) and pump lever (L5), pushing the diaphragm inward against the fuel and forcing it to pass
through the pump jet (Gp) and the calibrated injection nozzle (i) into the venturi, enriching the fuel/ air
mixture and resulting in smooth engine response at acceleration.
The check valve (Hl), in the pump inlet, prevents the fuel from backing up into the float chamber; a
second check va lve (H2), a t the base of the injection nozzle, prevents air from entering the pump through
the injection nozzle when the pump is on the inlet stroke.
The amount of fuel dispensed by the pump on its pressure stroke at time of acceleration is predetermined
by the length of the pump stroke; the stroke can be adjusted through the pump a djustment (t). The pump
jet and the calibrated injection nozzle control only the duration of injection.
F 8
912
The check valve assembly (Hl) has a return flow
passage measuring 0. 36 mm (. 0142") in diameter.
This port prevents excessive enrichment of the fuel/
air mixture by fuel dispensed by the fuel pump during
acceleration, that is, depending upon the speed with
which the throttle pedal is depressed, larger or smaller
amounts of fuel are permitted to flow back to the pump.
Fig. 8
Acceleration
Fig. 9
F 9
012
CARBURETOR SPECIFICATIONS
Carburetor type So lex 40 P II - 4 2 per engine
Venturi (K) 32 2 per carburetor
Main jet (Gg) 0120 2 per carburetor
Air correction jet (a) 180 2 per carburetor
Idle metering jet (g) 57,5 2 per carburetor
Idle air bleed (u) 1. 8 2 per carburetor
Accelerating pump 72 1 per carburetor
Pump jet (Gp) 50 2 per carburetor
Accelerating pump nozzle high-type with 2 per carburetor

0, 4 restrictor
Float needle valve 175 1 per carburetor

( spring -loaded)
Float 7,4 g 1 per carburetor
Emulsion tube Nr, 25 2 per carburetor
Main jet carrier 6 2 per carburetor
Intermediate metering ports 1. 7; 1, 4; 1, 0
Injection quantity (warm season) 0. 45 cc (7. 3 minims)

from 2 strokes, each nozzle
2 nozzles
Injection quantity (cold season) 0, 65 cc (10, 6 minims) per carburetor
from 2 strokes, each nozzle
The main jet size is of great importance when operating at consid erably varying altitudes for which the
following rule-of-thumb may be applied: Change main jet size by ff'/~ for each, 1, OOOm (3, 280') alti-
tude variation, For example, normal jet size at an altitude of 400 m (1. 312') is 0120; proper jet size
for an altitude of 1,400 m (4. 592') is 0115,
Second Edition of this page, March 1967 Fll

912
REMOVING AND INSTALLING FUEL LINE
1. Remove both air cleaners.
2. Detach fuel line from both carburetors by

removing connectors.
3. Remove attaching clip from air blower Reassemble in reversed order of the above
housing. using new gasket and attaching the fuel
line so it does not touch the housing to
4. Withdraw fuel hose from fuel pump. cause rattles.
REMOVING AND INSTALLING CARBURETOR
Removal 5. Detach fuel ~ine.
6. Remove four carburetor retaining nuts from

1. Unsnap air cleaner fasteners. carburetor flange.
2. Remove air cleaner. 7. Withdraw carburetor.
3. Remove air cleaner base plate. 8. Cover intake duct.
4. Detach carburetor linkage from throttle arm. Installation
Install in reversed order of the ·above , making

sure that the gaskets seat well and the linkage
does not bind.
Changing Air Cleaner Cartridge (KNECHT -Filter)
1. Remove center screw from filter housing top

and pull out.
2. Withdraw filter housing top by pulling up.
3. Re place cartridge.
Reassembly
Inspect square plastic foam gasket, replace if

necessary.
Fig. 10
F 13
CLEANING CARBURETOR
1. Remove carburetor (2Fu). 8, Remove power enrichment and idle air

bleed jets.
2. Wash carburetor with clean solvent.
9, Remove float needle va lve assembly,
3. Remove retaining screws from carburetor
cover. 10. Clean all jets and ports
4. Withdraw carburetor cover, watch float pin 11. Reassemble carburetor.

retainers.
The carburetor should be cleaned in a uten-
5, Remove float pin and float. sil containing clean solvent, All jets and
ports should be cleared with compressed air.
6. Remove main, idle, and pump jets, In no case should wire or other mechanical
devices be used for cleaning the jets because
7. Remove air correction jets and shake out the calibrated orifices can be damaged or
emulsion tubes. enlarged,
DISASSEMBLING AND REASSEMBLING CARBURETOR
1. R~move carbure tor (2 Fu). 11 . Remove idle .mixture adjusting screws.
2, Remove retaining screws from carburetor 12, Loosen preatomizer set screws.
cover, withdraw cover with gasket,
13. Pull out preatomizers by first freeing with
3. Remove float with pin and intermediate a gentle twist,
swivel joint.
4. Remove four accelerating pump retaining

screws and remove pump.
5, Remove main jet carrier with jets,
6. Remove idle a ir bleed and idle jets.
7. Remove air correction jets and shake out

emulsion tubes.
8. Remove injection nozzle reta ini ng screws

and carefully withdraw the nozzles making
certain that nozzles are not bent in the pro-
cess.
9, Remove both pump jets and accelerating

pump check valve.
10, Remove powe r enrichment jets, Fig. 11
F 14
012
14. Loosen and remove venturi set screws.
15. Pull out venturis by first freeing with a gentle

twist and then carefully lifting these out,
making sure they do not bind.
16. Remove burrs in venturi which were caused

by set screw pressure.
Insp ec ti o n and Reassembly 7. Install venturis. When insta !ling the ven -
turis make certain that the venturi throats
face up, that is, the writing on the venturi
tubes should be seen from above. Firmly
tighten venturi set screws but do not over -
tighten.
Reassemble in reversed order of the above by
1. Check float needl e valve and seat for wear

(leak test).
2. Fuel line connector threads in cove r must

not be damaged.
3. Check condition of gaskets, replace if

necessary.
4. Ensure that accelerating pump diaphragm

is in good condition.
5. Check float for leaks, replace of defective.
6. Ensure that all jets are of proper size by Fig. 12

compa ring specifications on page F 11.
B. Check radial clearance of throttle shaft.
Excessive clearance allows false air to
When replacing jets or check valves, ensure
pass through and impairs engine starting
that only genuine SO LEX - stamped parts are
and idling.
used. The parts are carefully calibrat ed to
permit precise setti ngs and low fuel consump-
9. Inspect idle mixture adjusting screws; bent,
tion.
burred, or broken needle tips call for re -
placement of the screw.
F 15
ADJUSTING INJECTION QUANTITY
Special Tools: P 25a Calibrated Vial
1. Adjusting idle speed. Note
2. Run engine to fill float chamber with fueL Fuel squirting from the pump nozzle should not
strike the preatomizer nor the venturi and must
3. Stop engine , remove both air cleaners. pass through the slit between carbure tor wall and
throttle valve.
4. Work throttle arm until air bubbles cease to
show at the pump injection nozzle.
5. Hold calibrated vial (P 25a) at the tip of the

nozzle and quickly move throttle arm t\vo
times from stop to stop.
Fig. 14
1 Injection nozzle 4 Carburetor body
Fig. 13
2 Preatomizer 5 Squirting fuel
6. Check injection quantity, empty the calibrated
vial, repeat procedure on the second injection 3 Venturi 6 Throttle valve
nozzle.
Should it become necessary to bend the in-
7. Injection quantity from each nozzle on two jection nozzle, ansure that its tip remains
pump strokes should be 0. 45 cc (7. 3 minims) at same height. The pump jet does not affect
during the warm season, and 0. 65 cc the injection quantity. Changes in size of the
(10. 6 minims) during the cold season. pump jet affect only the duration of injection
since the jet size controls the flow only in re-
8. Check injection quantity in second throat. spect to flow duration.
9. If required, readjust injection quantity by Injection quantity as well as the moment of

injection must be identical in all carburetor
resetting the adjusting nut on the pump rod.
If adjustment should not be possible due to throats.
lack of threads, insert a spacer between the
pump arm and the nut.
F 16
912
ADJUSTING IDLE SPEED
Special Tools: P 227 Carburetor Synchronizer
1. Remove idle mixture adjusting screws and

inspect needle tips for burrs, grooves, and
bends. Install new screws if in doubt,
Fig 15 Fig. 16
2, Bring engine to normal operating tempe- 8. Turn adjusting disc in synchronizer until
rature and remove air cleaners. plunger moves to about half-way between
two marking rings about midway of the
3. Detach throttle rods from throttle arms. glass tube length; this accomplished , the
synchronizer is set for the particular engine
4. Uniformly turn idle adjusting screws in until and no further adjustments should be made
engine idles at about 1 000 rpm . with the disc in the synchronizer.
5. Following any convenient sequence turn idle 9. Place synchronizer (P 277) onto second throat
mixture screws fully in on both carburetors of the carburetor assembly; the plunger :hould
-do not tighten since this can damage the move up to same point as during procedure
needle points- then back off 1 1/2 turns. described above. If the reading is different, the
Form this position turn the screws in or out throttle valves are not in alignment and must
until fastest idling speed is achieved. In no be synchronized, which is easily accomplished
case should the screws be left in fully turned- by twisting the throttle shaft. Using the syn-
in position. cronizer, recheck synchronization of both
throttle valves by comparing readings of the
6. Adjust idle speed screws until the engine synchronizer when placed first on one, then
idling rpm drops to 800 - 900. on the other throat.
7. Place carburetor synchronizer ( P 277) on car- 10. Without changing synchronizer adjustment.
buretor throat and adjust plunger glass to place synchronizer onto throats of second
vertical position. carburetor assembly and adjust throttle va lve
with idle speed screw so that the plunger in
synchronizer moves to same height as ob-
served during test described in Pt. 9, above
readjust throttle valve if necessary.
Third Edition for this page, October 1968 F 17

11. Should it be noted during the adjusting pro- 14. Recheck idle speed.
cedure that the idle speed has changed, re-
adjust idle speed screw settings and recheck 15. Check injection quantity (warm season
carburetor synchronization with the synchro- 0. 45 cc from each nozzle on two pump
nizer, correct of necessary. strokes, 0, 65 cc in cold season).
12. Reconnect throttle rods to throttle arms.

16. Check accelerator pedal stop bolt and adjust
if necessary. When the accelerator pedal is
N 0 T E ! Adjust carburetor rods so that
depressed against the stop bolt, the carburetor
these can be attached to the carburetor
arm should be clearing the carburetor stop
arms without preload in relation to each
block by about 1 mm (. 039").
other.
13. Set idling speed to 1, 200 - 1. 300 rpm.

Using the synchronizer (P 277) recheck 17. Install air cleaners with gaskets, tighten re-
synchronization of all throats as described taining screws.
in Pts. 8 and 9. If the gauge does not show
equal values in both carburetors, synchron-
ize these with each other by properly ad-
justing the carburetor throttle rods.
CHECKING CARBURETOR FLOAT LEVEL
Special Tool s: P 78 Float Level Gauge
1. Place car on level base. 4. Start engine and allow to idle. When float
leve l is correctly set, the fuel will rise to a
2. Remove main jet carrier from one carburetor. point between the marking rings on the gauge
tube. If the fuel level check is accomplished
3. Install float level gauge (P 78) in place of according to the above instructions, the need
main jet carrier. for a float level readjustmnet will seldom
occur. Whenever the float level deviates from
specifications, first check the float, float ad-
justment swivel, and the float needle valve;
thereupon proceed with steps required for re -
adjusting the float level by resetting the exter -
nally located float level adjusting screw.
Note:
Turn adjusting screw in to lower the fue l level ,

turn the screw out to raise the level.
Fig. 17
F 18
912
Apply the following procedure if the float 4. Readjust float level if necessary.
level gauge (P 78) is not at hand:
Note:
1. Place car on level base.

Turn adjusting screw to lower the float level,
turn the screw out to raise the level.
2. Start engine.
3. Remove plug from the float leve l inspection

port. When the float level is correct, th e
fuel will be seen in the machined groove
within the threaded part of the port, or it will
N o t e
just begin to flow out.
Turning the adjustment screw in causes th e

float to move downward which, in turn,
causes some of the fuel to run out through
the inspection port.
Therefore, allow the engine to use up the
fuel excess before making the fina l adjust-
ment.
Fig. 18
REMOV I NG AND INSTALLING AIR CLEANERS
1. Detach carburetor hea ting hose .
2. Unsnap a ll four fasteners at the lower part

of the air cleaner housing (KNECHT -Filter).
3. Detach crankcase breather hose from the a ir

c leane r housing.
Fig. 1 9
F 19
4. Withdraw the air cleaner housing upward Installation
(KNECHT -Filter).
Remove five retaining bolts at forward air Install air cleaner in reversed order of the above,
duct box and remove box (MANN and ensuring that the gasket sealing surfaces are clean;
HUMMEL Filter). use new gaskets if necessary.
5. Remove retaining bolts from air cleaner

base plate and remove plate (KNECHT-
Filter).
REMOVING AND INSTALLING INTAKE DUCT
Installation
Install intake duct by noting the following

points:
Remove!
1. Use new intake duct gasket. Make sure that

1. Remove carburetor (2 Fu).
the gasket matches the contours of the intake
port in cylinder head .
2. Remove spark plug connectors from spark
plugs.
2. Place the graphite-coated side of the gasket
towards the cylinder head.
3. Remove side cover plate.
3. Inspect intake duct for cracks.

4. Remove retaining nuts and bolt from intake
duct and withdraw duct.
4. Carefully and evenly tighten the intake duct
retaining nuts and bolt.
5. Cover intake port in cylinder head.
5. Install new gasket between duct and carbu-

ret or.
E1 REMOV ING AND INSTALLING THROTTLE LINKAGE
1. Remove floor mat to gain access to opening 8. Pulling rearward, withdraw throttle rod.
in floorboard.
2. Detach throttle rod at ball joint of cross-

shaft at a ir blower housing.
3. Remove gearshift lever base retaining screw

(hex head).
4. Withdraw gearshift lever with base. Installation
5. Remove handbrake lever with base. Note the following during installation:
The ball joints and all moving joints of the
6. Remove attaching clip of throttle rod through cross-shafts should be well lubricated. Ball
freed openings. joint lock nuts must be well tightened.
7. Detach throttle rod fro m rear cross-shaft ball joint

joint (beneath transmission) .
F 20
912
ADJUSTING THROTTLE LINKAGE
Note
The throttle linkage must be so adjusted that Smooth and even clowing action of the
all throttle valves work in unison. In addition throttles can be achieved only when all
it should be noted that the throttles do not bind throttle linkage ball joints move freely.
throughout the entire extent of travel from idle Lubricate the b;~. ll joints if necessary.
to full power settings.
F 21
912
CARBURETOR SERVICE DIAGNOSIS
The c hart applies only to carburetors wh ich meet specifications shown
on page F 11
1. Engine does not start a) No fuel in fuel a) Clean main jets. Check
despite properly func- system. fuel supply lines. Detach
tioning ignition and fuel line connecting pump
adequate fuel in tank. with carburetor, actuate
starter (ignition off).
If fuel flows from pump,
float needle valve is plugged;
if no fuel flows from pump,
possibly pump check valves
a re stuck or pump mecha-
nism defective.
b) Carburetor floods. b) Check and clean float

needle valve, check gasket
at floa t needle valve
assembly. Check float, re-
place if defective.
2. Uneven idling. a) Improperly adjusted a) Readjust idling.

idling.
b) Idle jets or idle air b) Clean idle jets or idle air

bleed plugged. bleed, as required.
c) Leak in the intake c) Check intake ducts, flange

ducts. connections, and gaskets.
d) Defective idle mix- d) Install new idle mixture ad-

ture screws. justing screws.
Second Edition of this page. March 1967 F :23

3. Poor power tran- a) Idle adjustment a) Readjust idling

sition (flat spot). too lean. (check jets).
b) Improperly se t float b) Readjust float leve l.

level.
c) Improper injection c) Readjust injection

quantity. quantity.
d) Intake ducts leak ing. d) Check intake ducts,

flange connections,
a nd gaskets.
4. Engine stalls when Impr'?per idle ad justment. Readjust idling.

throttle is qu ickly
closed.
5. Engine runs unevenly, a) Mixture too rich. a) Check fuel pump

misses, backfires. pressure. Check float
l evel. Check float
needle va lve .
b) Mixture too lea n. b) Clean main je ts. Check

fuel lines. Check float
l evel.
c) Intake duct leaking. c) Check intake ducts,

flange connections, and
gaskets.
6. High fuel consumption. a) High fuel pump a) Check fuel pressure.

pressure overriding
float needle valve.
b) Defective float b) install new float,

(leaking).
c) Float needle valve c) Check float need le

not closing. valve.
F 24
912
FUEL PUMP
Fue l Pump Schematic
2 3 4 5 6
7 8 10 11
Fig. 1
1 Fuel screen 4 Lower assembly 7 Pump cover 10 Plunger return spring

2 Outlet valve 5 Oil scraper 8 Inlet valve 11 Spring retainer
3 Upper assembly 6 Actuating plunger 9 Diaphragm spring
F 25
FUEL PUMP DESCRIPTION
General Function Description
The fuel is pumped to the carburetors by a me- The eccentric on the pinion shaft raises the dia-
chanica! diaphragm pump which is mounted on phragm actuating plunger. The plunger trans-
the engine crankcase. The fuel pump is actuated mits the pressure to the diaphragm coupling,
by an eccentric machined into the distributor overcoming the pressure of the plunger return
pinion shaft. The quantity of fuel delivered by spring but with the support of the diaphragm
the pump is metered automatically in direct spring. This forces the fuel contained in the
proportions to the amount of fuel dispensed by the pump to exit through the outlet valve on to th e
carburetors. carburetors. When the actuating plunger moves
back with further rotation of the eccentric,
The fuel pump consists of an upper and lower negative pressure is created in th e chamber
assembly. The upper assembly accomodates an above the pump diaphragm and fresh fuel enters
inlet and outlet valve, and a fuel filter. The the pump through the inlet valve. This pumping
lower assembly contains the actuating plunger. action repeats with every revolution of the eccen -
Located between both assemblies is a diaphragm tric (once every t wo revolutions of the crankshaft).
and diaphragm spring. The diaphragm is built up The amount of fuel passing through the pump is
of several layers of a fuel-proof material, and is governed by the amount dispensed by the carbu-
sandwiched between two supporting discs which are retors; that is, only that amount of fuel can be
riveted to the plunger coupling; the diaphragm pumped which is able to pass through the more
also acts as a gasket. or less opened float needle valves in the carbu-
1 2 4 5
1 Fuel pump 4 Actuating plunger Fig. 2
2 Pump insulating flange 5 Distributor pini on shaft
3 0 -ring
F 26
FUEL PUMP COMPONENTS
912
4
4
5
\-10
6
5
....,
9 \ 6 fj
7
f'#J
~
8 (N,
Fig. 3 Fig. 4
1 Hex bolt 1 Diaphragm assem bly

2 Gasket 2 Coupling pin
3 Cover 3 Plunger
4 Gasket 4 Diaphragm spring
5 Fuel screen 5 Pump, lower assembly
6 Pump, upper assembly 6 Plunger return spring
7 Leaf spring valve 7 Spring re tainer
8 Valve limiter 8 Lock ring
9 Se lf -thread ing screw M 3x8
10 Filliste r screw with wash er
F 27
Testing Pump Pressure
General Testing
The pump pressure is determined by the degree The pump pressure should be 0. 20 to 0. 24
of spring compression during the intake stroke atmospheres (2. 9 - 3. 5 psi) with the float
of the pump. The spring tension is so calibrated needle valve closed and engine running at
that it allows the fuel to enter the carburetor 1. 000 - 3. 000 rpm. Minimum fuel delivery
only as long as the float needle valve is open. should be 30 liters (7. 9 US gal.) per hour,
When the buoyancy of the float forces the float which equals 500 cc (16. 9 US fl. oz.) per
needle valve to close, pressure builds up in the minute, at 4, 500 rpm.
fuel line and pump fuel chamber shortening the
The simplest way to check the fuel pump
pump stroke. In normal operation, the diaphragm
pressure is with the aid of a pressure gauge
stroke amounts to only a few tenths of a milli-
inserted into the fuel line between the pump
meter.
and carburetor by means of a T- joint. A fuel
The lower assembly is vented through two ori-
shut-off valve is incorporated in the fuel line
fices in the casting. Also, should the fuel leak
behind the pressure gauge.
into this part of the pump, it can drain through
the venting holes. Essential for proper pump pressure is correct
spring tension and faultless condition of the
diaphragm and control valves.
Excessive pump pressure causes carburetor
flooding and, in almost all cases, leads to
dilution of oil. Insufficient pump ressure causes
lean combustion mixture and, thus, a rough
running e ngine with misfiring at high rpm and
decreased power output.
Removing and Installing Fuel Pump
Removal
1. Remove fuel hoses from pump. 3. Remove pump attaching nuts from flange.
2. Remove pump shield.
Fig. 6
4. Remove pump and insulating spacer.
F 28 Fig. 5
912
Installation

of the above. Ensure that the 0 -ring is in good
condition, replace if necessary .
Fig. 7
Reconditioning Fuel Pump
Disassembly
1. Remove cover retaining hex bolt. 3. Remove six fillister screws whi ch secure
the upper assembly, withdraw assembly.
2. Remove cover and fuel screen.
Fig. 8
Fig. 9
Second Edition of this page, March 1967 F 29

4. Rest the lower assembly of pump on th e 7. Remove self- threading fillister screw
diaphragm supporting disc, push spring from inlet valve and remove leaf spring
re ta ine r down with pliers, re move lock valve and valve limi ter (ou tlet valve
ring, spring re tainer, and spring. cannot be removed).
Fig. 10
Fig. 12
5, Withdraw the diaphragm-plunger -spring 8. Clean pump components with gasoline ,

assembly from lower pump casting.
Ensure tha t there is no grit around the
lock ring groove in plunger to prevent
damaging the oil scraper.
6. Remove cou pling pin from actuating Reassembly

plunge r wi th a punch, detach diaphragm
from plunger, Reassembly is accomplished in reversed order
of the above by noting th e following points:
1. Check outlet valve in upper assembly for

proper functioning.
2. Check sealing surfaces of inlet valve.
3 , Install leaf spring va lve and va lve limiter,

check for proper operation.
4. Reconnect diaphragm with plunger with the

pin, check free movement of plunger in
uiaphragm coupling. Cente r coupling pin in
plunger.
5. When mounting pump <.!pper assembly, e nsure

that the diaphragm is not creased. Evenly tighten
scre ws in cross- sequence .
Fig. 11 6. Check gasket at pump cover, re place if necessary.
F 30
ELECTRICAL SYSTEM DESCRIPTION 912
GENERATOR
A 12 volt, 300 watt generator is utilized. The alternator charges the battery and supplies current to the
electrical units of the car.
ENGINE STARTER
An 8/10 HP, solenoid-operated starter is utilized. The starter is controlled by the ignition/starter switch
on the instrument panel.
BATTERY
The six-cell, 12 volt, 45 Ah battery is located within the luggage compartment under the front lid, The
negative battery terminal is connected to the ground.
IGNITION SYSTEM
The ignition system is battery operated and includes a high tension coil as well as a distributor which is
equipped with a centrifuga 1 spark advance mechanism. The distributor is driven by a worm gear mounted
on the crankshaft. The ignition current is switched on through the ignition switch on the instrument panel.
LIGHTING
The two headlamps are mounted in the front fenders and hav e high and low beams in each. Parking lights
are accomodated in the front directional blinker housings. The parking lights and headlights are switched
on through a switch on the instrument panel, next to the ignition switch. Instrument light brightness can
be varied with the light switch knob by turning it to the desired position. Tail lights go on with headlights.
The headlights are dimmed with the blinker/dimmer/headlamp flasher switch located on the steering post
below the steering wheel. A blue headlamp control light goes on in the tachometer dial when high beams
are on.
The two taillights are combined with stop lights and directional blinkers. Two small lamps illuminate the
license plate in the back.
The stoplights are controlled through a switch mounted in the brake master cylinder and go on when the
foot brake is depressed. The backup lights go on when reverse gear is engaged; the lamps are located in
the tail lamp housing, the switch in the side of the transmission housing.
The interior lamps are located above the doors. The lamps can be turned on by tilting the entire lens. In
the same manner, the lamps can be set for courtesy operating together with the opening doors.
The cigar lighter socket in the instrument panel can also be used for plugging in a hand lamp.
L1
ELECTRICAL ACCESSOR IE S
The signal horns can be sounded through a horn button in the center of the steering wheel; the contact is
made through a contact ling in the blinker/dimmer/flasher switch.
The directional blinkers and headlamp signal flasher can be actuated through switch lever in the steering
post extension; the switch also controls the high and low headlamp beams. Operation of the directional
blinkers is indicated by a green control light in the tachometer dial as well as through an audible ti c king
noise in unison with the flasher.
The windshield wipers and washers are actuated through a combination wiper/washer switch on the steering
post. The fuses for the various accessories are located in the left part of the luggage compartment and are
covered with a plastic top.
INSTRUMENTS
The speedometer and odometer are driven by a gear in the transmission by means of a cable drive. The
tachometer is transistorized; electrical pulses emanating from the ignition system pass through a transistor-
ized conventer and are fed into an electric counter in the tachometer unit.
The fuel level is indicated by means of a fuel gauge which is connected to an electrical sending unit in
the fuel tank. In add ition, the gauge has a low fuel warning light.
NOTE
Repairs in the electrical system normally are confined to the replacement of worn or defective parts and
the repair of the wiring system . In general, damaged wiring removed from the system should be replaced
wire of same cross-section as shown in the wiring diagram. BOSCH components should be repaired by
BOSCH service whenever possible.
CAUTION
To avoid shorting the circuit and minimize fire hazards due to electrical sparks, the battery ground strap
should be removed from the battery prior to the initiation of any work in the electrical system.
L2
LAMPS AND FUSES
012
Fig. 1
1 High beam, left 7 License plate lamp and luggage

2 High beam, right compartment lamp
High beam indicator 8 Fog lamps
3 Low beam, left 9 Windshield wipers and washer
4 Low beam, right 10 Auxiliary combustion heater
5 Parking lamp, left 11 Interior light, cigar lighter,
6 Parking lamp, right electric clock
12 Stop lights, blinkers, backup light
L3
BULB CHART
All bulbs 12 volts
Qty Nomenclature Wattage
2 Twin filiament headlamp bulbs 45/40 w

2 Sealed beam inserts (US made) 50/40 w
4 Cartridge bulbs for parking and license plate lamps 4W
2 Cartridge bulbs for parking lamps (Italy) 3W
4 Single filiament bulbs for directional blinkers 18 w

4 Single filiament bulbs for directional blinkers (Italy) 15 w
(6) Single filiament bulbs for directional blinkers and backup lights (USA) 32 cp
(2) Twin filiament bulbs for stop and taillights (USA) 32/4 cp
2 Twin filiament bulbs for stop and taillights 18/5 w
2 Single filiament bulbs for backup lights 25 w
2 Cartridge bulbs for interior lights 10 w
1 Single filiament bulb for luggage compartment light 5W
16 Bulbs for instrument illumination and control lamps 2W
(2) Single fili ament bulbs for parking lights (USA) 2 cp
L4
GENERATOR 912
General The pole housing with pole shoes and the exciter
winding
The generator has the function of supplying all the
the armature with armature winding and commutator
current consuming units in the vehicle and to
charge the battery satisfactorily. It is driven by the carbon brushes and brush holders
the engine by means 9f a V -belt. To regulate the
the bearing cap (drive bearing and commutator
voltage which varies according to the loading of
bearing)
the generator by the current consumers or by the
varying speed of the engine there is a toggle re- the special regulator switch
gulator with a sloping characteristic curve.
The pole housing is a hollow cylinder of special
iron which forms a very good conductor for the
magnetic flux. The pole shoes are fixed on the
Method of operation inside of the housing by means of countersunk
bolts into the housing.
The generator is a DC shunt-wound machine. .Its
voltage is maintained at approximately the same
level hy i:neans of a electro-magnetic high -speed On the pole shoes are located exciter coils connec~
regulator independently of engine speed and ted in series which consist of a large number of
loading. In addition this regulator prevents over- windings of insulated copper wire.
loading of the battery. An electro-magnetic switch
switches the generator on automatically and at
low speeds disconnects it from the battery so that Between the pole shoes rotates the armature, an
discharge of the battery through the generator is iron core in which are bedded the windings
prevented. Regulator and switch are combined to (armature conductors) of the armature coil and
form a regulator switch. on whose shaft is also fitted the commutator
(current reversa 1 switch) from which the induced
In order to protect the generator from overloads generator potential is collected.
resulting from the very high charging current
occuring when current consumers are switched The iron core of the armature is made up of a
on the battery is flat and the voltage constant, large number of thin stamped out metal plates
regulators with output limitation are used. which are insulated from each other for suppression
of eddy currents. The armature coils which consist
of a fairly large number of windings of insulated
copper wire are located and insulated in the
Variode regulator grooves of the armature. The armature conductors
are protected against centrifugal throw-out. The
The variode regulator fitted in the vehicle has on total number of all the coils is called the armature
the voltage regulator unit a second winding (con- winding which consists of as many coils as the
trol winding). This is connected on one side to commutator has segments. To ensure that all
the switch contact and on the other side via the commutator coils are conductively connected to
variode(semiconductor unit) to D+. When current each other and thus always contribute collectively
flows through the main current lead a potential to the production of the generator potential the
drop arises between D+ and the switch contact. end of one coil is soldered into one of the commu-
When the output limit of the generator is reached tator segments with the beginning oi the next coil.
the variode becomes conductive as a result of the Thus a closed circuit armature winding is effected.
potential drop. In the control winding flows a
current which strengthens the magnetic field on
the voltage regulator unit and thus reduces the The c om m u t a tor consists of copper segments
generator potential The generator is thus pro- which are insulated from each other and from the
tected against overload. armature shaft. The insulators between the in-
dividual segments must be recessed back from the
commutator surface so that the carbon brushes
Construction of generator will only run on the copper even after a consider-
able period of operation.
The main components of a generator are:
L5
The carbon brushes are pressed against the ~ommu
tator under uniform spring pressure and collect the
current produced in the armature coils. The ca rbon
brushes locate in box shaped brush holders.
The armature shaft is mounted in ball bearings

on both sides. Both the bearing caps, that of the
drive bearing and the commutator bearing seal
off the pole housing from outside. The commutator
bearing is covered by a cover strip so that the
generator will be caslly accessible for servicing
of the carbon brushes and the commutator.
Maintenance
The ball bearings in the generator are packed w1th

ball bearing grease (e. g. Bosch FT IV 33) and
normally require no attention. Repacking with
grease, which under no circumstances should be
done with normal lubricating grease, will normally
only take place during the course of an engine over-
haul. Approximately every 10,000 km (6000 miles)
the cover strap should be opened and the ca rbon
brushes checked for wear and free travel. Used
brushes should be replaced. The carbon brushes
should not be oiled. Fig. 2
Pole
housing Armature Terminal Cover strap
Commutator
Pole Exciter Brush Carbon brush

shoe winding holder Fig. 3
L6
912
CHANGING IGNITION WARNING LIGHT
General
The ignition warning light (red) is c onnected T he light serves at the same time as a check on
be tween the B+ terminal and 61 of the regulator the V -belt and thus al so on the cooling fan. If
switch of the generator and lights up in the com- the V-belt breaks the generator and fan wi ll re-
bina tion instrument on the instrument panel whe n main stationary and the light will come on.
the ignition is switched on. After starting the
engine the light will go out as soon as the in-
creas ing charge voltage of the generator is equa l
to the ba tte ry voltage.
control winding voltage regulator switch

- l,..------,
1 current winding B+
~~~~~~--~ -~~-~--
t
I
eonttol ,,,,.,.,
to charge
indicator light
+
12 Volt battery ,..-l
'1iJ Fig. 4
T esti n g Changi n g the bu lb
Switch on ignition, the ignition warning light on 1, Pull out bulb with holder,
the instrument pa nel must light up. Undo generator
cable from terminal D+ 61 on regulator, the light 2, Push bulb slightly into holder rotate slightly
must go out. If this is not the case the cable i s a nd withdraw.
shorting to ea rth and th is fault m ust be rec tified.
Reconnect cable to terminal D+ 61 . 3, Fit new bulb in reverse orde r.
L7
CHECKING THE GENERATOR
Remark 1 . Undo battery lead from terminal B+ on regula-

tor and temporarily insulate cable shoe. The
For checking the electrical system the following positive lead of the voltmeter should be
test instruments are required: connected to termianl "D+ I 61" and the
One Voltmeter range 0 - 20 Volts negative lead to earth.
1. One voltmeter range 0 - 20 Volts.

2. Start the engine and run the generator up to
2. One ammeter range 10 - 0 - 60 Amps. double the rated speed, the voltmeter must
then show the correct regulator voltage.
3. Load resistance (adjustable) of 500 Watts
nominal capacity. If the prescribed vo1tsge is not reached
generator and regulator should be over-
hauled.
Note
Extinguishing of the ignition warning light after

startingandwith increasing engine speed gives
no guarantee for charging of the battery. If the
wiring system is in order incorrect charging of
the battery, i.e. excessive or too little charging
current, will be indicated by bad starting, weak b. Regulator voltage on load
headlamp illumination when starting at night.
Abnormally high water requirement by the battery
should lead one to suspect excessive charging
current, checking can be carried out initially
without removing the generator or having to un- 1 Connections as in Fig. 5 but the A.M. should
cover the regulator. In the first instance the be connected in series with the control resistor
condition and tension of the V -belt should be between terminal B+ on regulator and earth.
checked.
2. Start engine, increase speed up to generator

a. Regulator voltage no load test speed and keep constant. Adjust resistor
until the A.M. indicates the corresponding
test voltage. At this setting the voltmeter
must indicate at least 12 V with a generator
in good condition.
EDJEJJ •••
6
3. If during this test the generator gives off no
current it must be removed and repaired.
Fig. 5
L 8
912
c. Use of the v a rio des again will give the switch on voltage. The
value should be 12 Volts. If this is not the
case the switch must be adjusted.
1. Connections as in Fig. 5, generator to run at

double nominal speed.
b. Checking switch opening.
-- 1 Connect generator lead B+ (up to now insulated)

to negative lead of A.M. Connect positive
lead of A. M. to terminal B+ on regulator
(Fig. 6).
Fig. 6
2. With the sliding resistance increase loading up

to maximum capacity of generator. With any
-
00
--::=..-
further increase of load the voltage must drop.

See page L 51 for permissible current values.
3. If the voltage drops at low loads or loading just

above the recommended value, the regulator
must be exchanged.
Checking th e reverse current switch
Remark:
Before carrying out this test check the battery
which must be in good condition a_nd at least at
3
half charge: S.G. of electrolyte mm. 1. 230 g/cm .
a. Normal "switch on voltage" 2. The engine speed should be increased until the
A.M. indicates charging current. The engine
speed should then be slowly reduced and thus
the A.M. needle will pass the 0 mark and will
indicate a negative value. The maximum
1. Connections as in Fig. 5 but connect voltmeter negative reading of the A.M. indicates the
positive to B+ 61 on regulator. Set control reve rse current necessary for interruption of
resistor to nominal capacity, check as detailed the connection between the generator and the
in item 2. battery. (See electrical data. )
If the contacts open whilst the A.M. indicates
a charge, there is a short circuit in the relay
winding. In this case the regulator should be
2. Start engine and gradually increase speed. The replaced. Slow running should be set so that
voltage should gradually increase. No current the A.M. falls back to 0 during slow running
should flow if the switch is open. On closing (the engine must be at operating temperature).
the switch the indicated volta ge will fall and If this is not the case the regulator must be
the A.M. will begin to rise. The maximum adjusted or exchanged in a workshop (Bosch
reading before the pointer sta rts to fall back Service).
L9
REMOVING AND REFITTING REGULATOR SWITCH
Removal
1. Disconnect battery.
2. Remove leads from regulator.
3. Undo fixing bolts and detach regulator.

2. Connect cables as per wiring diagram on
regulator housing.
Refitting
3. Polarise generator (see 5 LI note).
The following should be noted:
4. If incorrect values are obtained even after fit-
1. When exchanging the regulator first check that ment of a new regulator either the generator
there is no short to earth in the field coils of or the wiring system is not in order and a Bosch
the generator. service station should be contacted.
CHECKING CARBON BRUSHES AND COMMUTATOR
1. Undo cover strap of generator. 5. If the commutator surface has become uneven
as a result of running in of the brushes or has
2. Check carbon brushes for wear and free travel burn spots, it should be skimmed.
in the brush holder guides. Brushes which
completely disappear into the brush holder
are worn and must be replaced; the same applied Note
to brushes which have become heavily oiled.
Any petrol on the commutator should be allowed
3. If the commutator is oily or greasy it can be to e vaporate completely before start -up (fire
cleaned with a clean c loth which has been risk).
soaked in petrol and wrapped round a piece
of wood.
When doing this care should be taken to e nsure
that no dirt gets into the ba 11 bearing.
4. Check the pressure springs for tension (see

electrical data) if necessary, replace defective
springs.
L 10
912
REMOVING AND REFITTING GENERATOR
Removal
1. Disconnect cable at generator. 1. Ensure satisfac tory c ondition of paper gasket on

the genera tor bracket at the cra nl<case.
2. Detach V -belt.
2. Reconnect leads in acc ord ance with wiring
3. Remove clamp strip of generator. diagram.
4. Undo fixing bolts on generator bracket. Note:

Before fi tment of the V -belt the generator should
5. Undo four bolts on fa n cover and extract always be polarised to prevent any damage to the
generator. regulator a nd to ensure correct cha rging. For this
purpose one should c onnect the battery lead for a
short time to the terminal 61 D+ on the regulator.
Refitting The generator must now start to run as an e lectric
motor i.e. in the direction of rotation of the
When refitting the following should be noted: engine.
DISMANTLING AND REASSEMB LI NG GENERATOR
Disma ntlin g Reassembling
1. Detach V -belt pulley and c ooling fan. Reassembly should be effected in the reverse order
observing the following points:
2. Undo fie ld coil connection from brush hold er of
positive brush. 1. Check armature, field coils, cable connections
and brushes.
3. Undo both generator housing bolts.
2 . Check ball bearings for wear and damage and
4 . Take generator housing apa rt and extract replace if necessary. Wash bearings carefully
arma ture. in petrol and pack with Bosch grease Ft 1 V 33.
5. Pull out ball bearings. Afte r disma ntling indi- 3. Ensure correct c onnection of leads to brush
vidual parts wash carefully in petrol and blow holders.
through with compressed air.
Lll
I
CHECKING ARMATURE
Armature faults are in many cases not externally The alternating current produced in the coil of
visible. Checking should include tracing of open the probe as a result of induction from a winding
circuits as well as winding and earth shorts. short circuit can be heard in the test head phones
as a humming noise.
Testing 3. A short to earth will occur if the armature core

is shorted to the winding or if carbon dust has
penetrated into the winding. The test should
1. Open circuits are generally recognisable on the be carried out with a test lamp of 40 V between
commutator by burn spots between two segments. armature iron and commutator. The test lamp
They can also be measured with a sensitive re- should not light up.
sistance measuring bridge.
2. Winding short circuits between windings of an

armature coil can be traced on an armature
test meter. The armature is rotated between
two test probes, a magic eye then indic ates
the winding short circuit. Another instrument
consists of an AC magnet with two jaws which
take the armature. Here the armature is slowly
rotated about its axis a thin piece of steel sheet
being placed on top of the armature. If there
is a short circuit in the winding the sheet of
metal will begin to vibrate violently at 2 or
more places around the perifery of the armature.
With another instrument the armature is rotated
in the same way over the jaws of an AC magnet
while the tester probes the commutator core
with a probe.
Fig. 9
4. If the commutator is oval or is rough as a result

of burn spots or grooves have occurred as a
result of running in of the carbon brushes it
must be skimmed and polished which is essential
to obtain a satisfactory surface.
The insulators between the segments should be

reworked with a commutator saw until they are
recessed back about 0. 3-0. 5 mm from the
contact face of the commutator.
Fig. 8
L 12
912
CHECKING FIELD COILS
Both field coils should be checked for open circuit,

winding and earth shorts.
1. Check each field coil separately for open circuit

connecting its ends with a 12 V test lamp in
series with the battery. In the case of open
circuit the test lamp will not light up.
2. Winding shorts can be checked by connecting

the ohmmeter with the ends of each coil and
comparing the test result with the recommended
values (see electrical data). If an ohmmeter is
not available one should connect a 12 V battery
in series with an ammeter to the coil ends and
should then compare the current intensity at the
coils. If the current consumption difference
between the two coils is greater than 0.5 Amps,
the coil with the higher reading has a short
circuit.
3. One should check the coils for short circuit to

earth by connecting a 40 V test lamp to one
end of the fild coil and the generator housing.
The test lamp should not light up.
4. The field coils should also be checked for

satisfactory electrical and mechanical contact
with each other. Fig. 10
L 13
GENERATOR FAULTS AND THEIR ELIMINATION
The red ignition warning light on the combination instrument should light up when the ignition is switched
on and should go out after the engine has started and the engine speed has begun to rise.
The possible causes of trouble are summarised below:
FAULT CAUSE REM ED Y
Warning light does not come on a. Battery flat a. Charge up ba ttery

when ignition is switched on
b. Battery defective b. Rene \v battery
c. Bulb burned out c. Renew bulb
d. Battery terminal d. Clean connections and if

corroded or loose necessary tighte n up
e. Cable l oose or broken e. Tighten cable or repair
f. Ignition switch defective f. Renew ignition switch
g. Generator brushes are not g. Free carbon brushes or

running on commutator renew or replace pressure
springs
Do not oil carbon brushes!
Ignition warning light does not go a. V -belt loose or defec tive a. Tighten or renew belt
out when e ngine speed rises or
flickers , glows b. Regulator switch defective b. Exchange regulator switch
c. Ch arging lead loose or c . Check cables and connec-

broken tions
d. Generator defective d. Check generator
e. Ignition switch lead has e. Tighten connections

bad connection
Ignition warning light only goes a. Generator defective a. Check generator, repa ir
out at high engine speeds
b. Regulator switc h defective b. Exchange regulator switch
Ignition warning light continues to a. Short to earth in cable or a. Eliminate earth short
burn after ignition switched off warning light
L 14
ENGINE STARTER
912
General
The purpose of the starter is to start the engine, Type 911 and 912 cars are equipped with a starter of
0, 8 HP rating, designed for 12 V systems.
The starter has a helical spline drive with a self-releasing pinion (BOSCH Type EB).
As in most cases, the starter is a DC motor, It provides a considerable amount of torque needed for turning
the crankshaft at speeds needed for starting the engine and with enough force to overcome the initial
resistance on the compression stroke.
To obtain the necessary torque from a starter and battery of proportionately acceptable size, the starter
drives the starter ring on the flywheel with a small pinion. The gear teeth in the starter ring and starter
pinion are beveled on one side to make engagement smoother.
Due to the high gear reduction ratio between the starter ring and pinion, the pinion cannot remain engaged
with the starter ring longer than necessary since the armature would be forced to spin at excessively high
revolutions, Therefore, the connection between the armature and starter ring must be automatically inter-
rupted as soon as the engine has fired up, In the BOSCH helical spline starters the interruption is accomplished
by means of an overrunning clutch situated between the pinion and armature. The clutch breaks the connection
as soon as the engine speed becomes higher than that of the starter, A coupling, which rides on the helical
spline shaft of the armature, is connected with the pinion through the overrunning clutch. Loca ted on the
coupling is an actuating sleeve which can slide back and forth. A fork-shaped end of the actuating lever is
constantly engaged in the actuating sleeve. The actuating lever moves the locking ring forward. Ballslocated
in the coupling bores are freed and the pinion is free to move towards the engagement phase. When moving
forward, the pinion rotates on the helical splines. The application of thrust and rotation prompted the
designation as helical spline starter.
0 per a tion
When the starter/ignition key is switched on for starting, the starter solenoid is energized, The actuating
lever pushes the actuating sleeve and the locking ring against the engagement ring; through this action,
the engagement spring is tensioned.
\\/hen the locking ring has moved forward by about 1/8" (2-3 mm), the balls located in the bores of the
coupling are freed and can slide out of the shaft groove into the enlarged part of the locking ring. Thus the
engagement components are freed and the fork begins to move the pinion; being mechanically connected
to the helical splines, the pinion "bores" itself with a turning motion into the teeth in the starter ring on
the flywheel.
At this time, the switch in the solenoid closes and, simultaneously, energizes the main field windings,
causing the armature to turn. As the armature proceeds to turn, the effect of the helical splines further
presses the pinion into the starter ring up to the point where the balls come to rest against the flanks of the
helical spline portion on the armature shaft.
The actuating lever, also mechanically connected to the engagement components, is dragged along in the
forward direction and tensions the disengagement spring located on the drag link of the solenoid swi tch, rf,
for instance, the pinion should be stuck due to gear tooth pressure in cases where the e ngine fails to fire up,
the disengagement spring makes the solenoid plunger move back e nough to open the switch contacts when
the starter switch is released. \
L 15
As a result, the starter is deenergized, gear tooth pressure ceases, and the pinion is drawn back through
spring tension.
Normally, the pinion leaves the starter ring when the starter switch is released due to spring force exerted
by the solenoid return spring which travels the distance ailowed by the disengagement spring. This occurence
is further supported by the fact that the overrun clutch breaks the torque transmitting connection between
the pinion and armature shaft when the engine begins to turn faster than the armature. This also protects
the armature from overspeeding.
Under the pressure of the engagement spring, the balls return into their groove in the shaft. The engagement
spring decompresses further and pushes the locking ring over the balls. The brake disc is pressed against the
brake pot of the armature and, at the same time, the balls in the coupling bores are pressed against the
edge of the resting groove in the armature shaft. The decelerating armature is thus braked under the pressure
of the engagement spring, further supported in this by the solenoid return spring.
Pinion shaft
Roller
Guide pin
Overrunning clutch ring
Actuating lever Overrunning clutch

Fig. 11
Switch cover
Solenoid return spring
Hold -in coil
Connectin§ cable
(shown 20 offset)
shown 25° offset

Pinion Brush holder
Dust cap
Bushing
Armature support
Brush carrier plate
Locking ring Armature

Bushings spring
Overrunning clutch Coupling
Collar ring Field frame
Drive housing Fig. 12
L 16
912
REMOVING AND INST ALLING STARTER
Removal
1. Disconnect battery ground strap. Note:
2. Detach battery and generator cables from If the starter gear on the flywheel shows unusual
Terminal 30 at the starter. traces of wear, the starter ring will have to be
replaced.
3. Detach control wire (to ignition switch) from
Terminal 50 at the starter. Terminals:
4. Remove flanging bolts and takestarter out. 1. Battery ground strap.
2. Generator and battery ca bles at the starter

solenoid.
When reinstalling, make sure that terminals are
c lean and properly tightened. 3. Control wire to ignition switch.
REMOVING AND IN STAL LING STARTER SOLENOID
Removal 2. Remove retaining bolts of solenoid from the

drive housing.
1. Detach wire strand from solenoid. 3. Pull starter pinion out somewhat and withdraw
solenoid switch.
Defective solenoids should be repl aced with new
units. It is advisable to install a new solenoid
when overhauling an engine.
Do not attempt to readjust the solenoid.
Installation
Note the following at reassembly:
1. Hold the cable terminals when tightening the

cable retaining nuts in the solenoid. Tighten
the nuts moderately tight since it is possible
to twist the solenoid switch contacts.
Fig. 13
L 17
2. Pull the starter pinion forward so that the
connecting end of the actuating lever moves
closer to the solenoid mounting flange, and
insert connecting end of solenoid plunger into
the receptacle in the actuating lever.
3. When installing a new solenoid switch, adjust Checking Starter Solenoid Sw i tch
the connecting end of the solenoid plunger so
that the distance from the hole center in the
plunger clevis to the switch mounting flange When the switch p~lls up, travel of the solenoid
+ + + +
is 1. 276" - . 004" (32. 4 - 0. 1 mm) when the plunger must be . 394 - . 008" (10 - 0. 2 mm).
plunger is in position. Of that, . 118" (3 mm) is engagement reserve.
CHECKING BRUSHES AND COMMUTATOR
1. Remove starter dust cover. 3. Check brush springs for tension. Slacked or
annea led springs musrbe replaced.
2. Brushes which completely disappear in the
holders so that the connecting strand touches 4. If the commutator is oily or dirty, it can be
the hold er are worn out and must be replaced cleaned with a clean cloth which is wrapped
with new ones of the same type; also,such brushes around a wooden stick and wetted in gasoline.
which have been soaked in grease or whose Make sure that gasoline and dirt is kept out
connecting strand is loose. When installing the of the bearing.
brushes make sure that the connecting strands
are free so as to prevent thei r binding in the 5. If the commutator is scored or uneven, it should
holder. If one brush is used up, it is best to be redressed on a lathe .
install a whole new set.
DISASSEMBLING AND REASSEMBLING STA RTER
Disassembly
1. Remove dust cover, lock ring, and spacers,

watching the 0 -rings.
Detach connecting strand from the solenoid
(see Fig. 51).
2. Remove solenoid retaining screws. Withdraw

solenoid from drive housing, in the process
unhooking the solenoid plunger from the
actuating lever.
Remove through-bolts.
Remove commutator support.
3. Withdraw brushe/from holders.

The plus-brushes are soldered to the winding,
the minus-brushes to the brush holders.
(see Fig. 52). Fig. 14
L 18
912
6. Take armature and actuating lever out of
the drive housing.
Fig. 15
4. Remove brush carrier plate, watch for the

insulating washer and metal disc.
Fig. 18
7. Place armature in a vise.

Press actuating sleeve against the overrunning
clutch and take it off the armature shaft,
watching the locking balls.
Fig. 16
5, Ta ke field frame off drive housing, watch

sealing rubber and metal plate,
Take out stud bolt from drive housing.
Fig. 19
Fig. 17
L 19
Cleaning Components
1 Clean the parts in gasoline or "Tri" solvent

and blow out with air.
2. Do not place the armature or overrunning clutch

into the cl eaning solvent.
3. Bearing bushings must be replaced.
Inspecting and Conditioning Parts

Fig. 21
4. Test brush carrier plate and field coil for

1. The mechanical engagement parts must slide shorting to the ground.
freely on the armature shaft. The actuating Test voltage: 40 V AC.
lever and linkage must not rub or bind anywhere.
Bent actuating levers must be replaced.
Fig. 22
Fig. 20 5. Test armature for shorting to the ground.

Test voltage: 40 V AC.
2. Replace brake disc, if necessary.
3. Field coil:
The field coil must not be scorched or the
solder melted, nor be protruding beyond the
pole shoes. Check the coil for continuity.
Closely inspect connecting joints. Fig. 23
L 20
912
A ground short will occur when the armature core 8. Drive housing:
comes in contact with the winding or when carbon Replace worn or w1serviceable bearing bushings.
dust has entered the assembly (direct or indirect The bushing must be flush on the inside.
short to the ground). The best method to test the Use proper drivers for pressing the bushing in
armature is with a test lamp by connecting one or out.
lead to the metal core of the armature and the Peen with care.
other to the commutator. The test lamp should
not light.
9. When replacing the metal bushing (sintered)
6. Commutator: and the sealing ring, replace the rivets with
Max. permissible runout is . 002" (0. 05 mm). screws; peen screw ends.
Min, diameter is 1. 319" (33. 5 mm) . 4 Fillister screws M 4 x 10
If necessary, remove insulating mica to a depth 4 Spring washers
of about • 031" (0. 8 mm) with a commutator 4 Nuts
file; work with care around the segments and
soldered points.
Fig. 24
Fig. 26
7. The brushes must move freely in the holders, 10. Center the sealing ring with an aligning
The brushes should not be dirty , brol<en, or mandrel.
desoldered.
Replace brushes only in sets.
Fi g. 25 Fig. 27
L 21
Reassembling Starter
1 . Place balls into locking ring with grease

(such as Ft 2 v 3).
Fig. 30
4. Push armature together wid1 the actuating

lever into the drive housing.
5. Screw in pivot stud of actuating lever into

drive housing, Tab of profiled rubber must
Fig. 28 seat in the cutout within the field frame.
2. Place armature into vice.

Push overrunning clutch with actuating sl eeve
and brake disc onto the armature sha ft until
the balls engage the groove in the shaft.
Fig. 31
6. Push the field frame over the armature.
Do not forget the steel shims and insultating
Fig. 29 washer on the commutator side.
7. Place the brush carrier plate onto the

3. Check if pinion and overrunning clutch are commutator shaft.
prope rly sea te d on the armature shaft. Brush pressure should be 40. 6 - 4 7. 6 oz.
The mechanical engagement parts must move ( 11 50 - 1350 p).
freely on the armature when released. Note placement of the twist notch in the plate.
L 22
912
10. Bolt cap of commutator bearing in place.
Connect the solenoid plunger and bolt
solenoid switch to drive housing.
Connect terminal of winding to solenoid
switch.
Fig. 32
8. Install dust cover.

Make sure that rubber grommet for the
c01mecting strand sits well. Ground connections
between the brush carrier plate and cover, as
well as between cover and housing, must be
bare.
Fig. 35
Fig. 33
9. Install spacer discs and lock ring.
Axial play of armature should be . 004 - . 006"
(0. 1 - 0. 15 mm).
Fig. 34
L 23
TECHNICAL DATA
EB 12 V, 0. 8 HP
Minimum voltage for

soleno id actuation 7 volts
Specifications:
Brush pressure 42.3 + 5. 29 oz 1200 + 1 50 p)

-1. 76 o z ( - 50 p)
Armature axial play . 004 - . 006" (0. 10 - 0. 1 5 mm)
Overrun torque of clutch 1. 56 - 2. 17 in- lb (1. 8-2. 5 kpcm)
Brake torque 3. 04 - 4 . 34 in-lb (3. 5- 5.0 kpc m)
Lubricants
Lubrication prior to or during the reassembly.
Lu br icants Lubricating Point s Dosage

(BOSCH)
Ft 2 v 3 Engagement Parts
Coupling shaft. coil springs. locking
ring. surfaces of the guide pan for the Grease well
actuar' ng lever pin. discs. and 1 0
greased balls.
Ft 2 v 3 Arntature Sh aft
Pinion running surface. helical Grease lightly
spline shaft , commutator bearin g
011 v 13 Shaft Bushing

Bushings in dri ve housing and Oil well
commutator support
Ft 2 v 3 Ac tu ating Lever
Pivot stud . studs in coupling Grease lightly
Ft 2 v 3 Thrust Was h ers

-on commuta tor side of armature Grease li ghtly
Ft 2 v 3 Solenoid Switch
Pivot, spring, spring pan at the Grease lightly
actuating leve r receptacle
L24
START E R TROUBLE CHART
912
Symptom Cause Remedy
Starter does not turn when Switch the lights on for test ing:
starter switch is actua ted : a . Lights do not burn: Wire a. Check battery cables and
connecting or ground broken; connections. Check baucry
dead battery. charge, recharge if necessary.
b. Lights burn but go dim or off b. Clean battery terminals and

when starter switch is turned clamps. Make sure that
on: Excessive resistance due to e lectr ical connec tiom
loose or corroded connections. between battery , starter,
and ground are ad equate .
c . Lights burn but slow ly grow dim c, Charge battery.

when starter is engaged:
Low battery.
d. Lights burn br ightly. Ju mp -wire d. Eliminate defect, replace

Terminal 30 with 50 at starter: defective parts.
starter runs. Connection 50 to
starter switch broken; connection
30 to light switch broken;
ignition/ starter switch defec tive.
e, Ligh ts burn br igh tly. solenoid e. Replace solenoid .

working Battery cable from
Terminal 30 at the starter
should be detached and connected
to the contact bolt of the
connecting strip - - staner runs.
Solenoid contacts worn or dirty.
Starter does not tu rn when a. The brushes a re st icking. a. Clean brushes and holders
battery cable is placed in the brush carrier.
b. Worn brushes.
d irectly onto the contact b. Replace brushes.
bolt of the connecting c. Insufficient spring tension;
strip; brushes not making contact. c. Replace springs.
st arter turns too slow or d. Dirty commutator. d, Clean commutator.
can' t turn crankshaft: e. Scored or scorched commuta tor . e. Overhaul starter.
f. Defective armature or field coils, f. Overhaul starter.
Starter engages and pulls, a. Dead battery. a. Charge battery.

but engine doe~ not turn b. Excessive resistance due to loose b. Clean battery terminals and
or turns only or corroded connections, clamps, tighten connections.
intermittently; c. Brushes are sticking. c. Clean brushes and brush holders
d. Worn out brushes. d. Replace brushes.
pinion does not e . Dirty commutator. e . Clean the commu tator.
disengage: f. Scored or scorched commutator. f. Overhaul starter.
g. Defective st arter or field coils. g. Overhaul starter.
Starter engages and pulls, a. Defective pinion. a. Replace pinion.

but engine does not turn b. Defective starter ring in flywheel. b. Dress starter ring, replace
or turns only flywheel if necessary .
intermittently.
Pinion does not disengage: a. Dirty or defective pinion or a. Overhaul starter.

helical spline sh aft.
b. Defective solenoid switch. b. Re place solenoid.
L 25
BATTERY
BATTERY MAINTENANCE
General Electrolyte Level
The battery is a cushion and reservoir for the In course of operation, the elec trolyte level drops
electrical energy in the vehicle. due to evaporation and deterioration of water.
Replenish only with distilled water since city
water contains chemical contaminants, even if
the water has been boiled first.
Specific gravity of electrolyte: The electrolyte level should be about 1/2 -
3/4 inch (10-15 mm) above the upper edge of
The specific gravity of electrolyte can be deter- the plates.
mined with a hydrometer. The hydrometer float
rises higher, the h igher the specific gravity is.
By reading a scale in the hydrometer, the specific
gravity can be obtained in degrees Baume.
Specific gravity increases proportionately with
decreasing state of charge of the battery; Testing Battery Voltage
0
Dead battery •............ 18 Be "" The battery can be tested with a cell tester. a
specifi.c gravity of 1142 voltmeter with a parallel wired resistance of
0 80 to 100 amps.
Half-charged battery .. . ... 27 Be =
Each battery cell is tested individu ally by
specific grav ity of 1230
placing the pointed voltmeter probes onro the
0
Fully charged battery...... 32 Be = respective plus and minus poles of the given cell.
specific gravity of 1285
The voltage of a given cell must not drop below

1. 6 volts during the test periods of 10-15 seconds
each; if the voltage drops to less than 1. 6 volts ,
then the given cell is defective or dea d. Normal
tension is 2 volts. The voltages of the invidual
cells should not vary by more than 0. 2 volts.
Fig. 36
L 26
912
Battery Care cell voltage of 1. 8 volts, then recharging it
fully.
The bartery must be firmly attached to the car. Normally, all batteries will discharge slowly at
The battery terminals and wire clamps must be the rate of about 1 o/o per day,
clean to keep the resistance low. The terminals
should be greased with vaseline or corrosion Important
preventing grease. Wire clamps which have
corroded and cannot be lifted off the battery If the car is taken out of operation for prolonged
terminals must be handled with a special puller. periods of time, or if the battery is to be stored
Spilled electrolyte must be immediately neutra- for such extended periods, it should be charged
lized with a soda solution to prevent damage to ar four week intervals with a trickle of about
fabrics and painted surfaces. 4 amps to prevent deterioration of the plates. In
such cases the battery should be discharged prior
Charging to each third ehargin~ at a rate of 2 to 4 amps
until the low limit ofl. 75 volts per cell has
It is a good practice to remove the battery at been reached. After that, the battery should be
intervals of 3 to 4 months and discharge it to a fully recharged.
L 27
IGNITION SYSTEM
General Condenser Ope r ation
A 12 volt battery ignition is utilized. The battery When the contact breaker points are closed, the
current flows through a contact breaker which current flows only through the primary winding
sends it on in the form of electrical pulses to the in the ignition coil since the condenser acts as
primary winding of the coil. inducing a high a strong resistor for the direct current. When the
tension of about 20 kV in the secondary coil. This breaker points open, the primary windings induce
high voltage flows to the spark plugs in individual a high tension voltage in the secondary coil.
cylinders through an ignition distributor which is According to Lenz's law, however, an opposing
equipped with a centrifugal spark advance mechanism. induction forms simultaneously in the primary
Radio interference suppression is in accordance with coil. Without the condenser. this opposing current
VDE 0879, Part 1 . would jump across the open breaker points in the
form of an arc and quickly destroy these.
Coil Design
The primary and second ary coils are wound around Ignition Coil
an iron core which is built up of laminations to
keep eddy currents down. The winding of the
secondary coil starts at the iron core which is Defects in the ignition coil norm ally are difficult
connected to the high tension ignition lead. The to diagnose without an electronic tester since in
e nd of the secondary coil joins the beginning of many cases the malfunction occurs in warm coils
the primary coil wi1 dings and both are connected at high pulse frequency.
to Terminall5 of the coil. The coil is filled with
oil to facilitate a better dissipation of heat. When such test instrument is not available for use,
a superficial coil test can be made by pulling the
high tension lead, which connects the coil with
distributor, from the distributor cap and holding
it about 9/32" (7 mm) away from ground of the
car. When the engine is cranked by the sta rter,
a spark must jump from the lead to the ground.
Ignition Dis t r ibuto r
Coi l Operation
The distributor controls the current flow to the
The operation of the coil is based on the transformer individual spark plugs. The ignition timing
principle. The low voltage (12 V) but relatively advance at varying engine speeds is performed
high amperage (3 A) current flows from the battery by a built-in centrifugal spark advance mechanism.
through the primary coil and closed points to the
ground. When the breaker points open, a high
tension voltage of approx. 20 kV, with low amperage
of a few mA, is induced in the secondary coil. This Distri buto r Design
current flows to the spark plug where it c rosses the
electrode ga p in the form of an electrical spark on
the way to the ground of the car. The grey cast distributor housing is shaped like
a pot. It accomodates the breaker point plate with
Wired in parallel with the distributor is a condenser point carrier and breaker points, the centrifugal
whose function it is to greatly reduce breaker point spark advance mechanism, and the distributor
arcing. rotor.
L 28
012
The supporting neck of the distributor housing is of the breake r components has a wolfram contac t
mounted in a n orifice in the crankcase. The neck point brazed on. Contact breaker gap in open
is hollow and accomodates the distributor drive position should be . 016" (0. 4 mm) and is
shaft which is driven by a gear mounted on the adjustable by means of an eccentric screw.
crankshaft. The contact breaker pl ate supports The actual distributor consists of the rotor a top the
the breaker arm and fixed breaker support, Each cam. and the distributor cover.
IG N I TION P ROBLEMS
If engine malfunctions should be poining to rroubles 4. If the test l amp does not burn when the engine
in the ignirion system, the following checkout is being c ranked, then the primary coil
pH cedure should contribute to the determination winding is interrupted or the points do not
as to whether the ignition is working properly, and ope n fully. The test includes checking for
if not, where the malfunc tion may be located. loose cable connections, broken terminal ends.
This procedure, however, is not intended to take grounding distributor wire, and condition of
place of a thorough an alysis which can be the points. To make sure. a differen t ignition
accomplished only by specialized auto-electric coil may be hooked up.
shops, such as BOSCH SERVICE.
5. Remove distributor cap and check inside for
En gi ne does not fir e when c ran k ed: condensa tion, corrosion,and electrical scorching.
Check spark plug connectors for water conden -
1, Check high tension lead between coil and sation and current conductivity. Take the spark
distributor for proper seating. Pull the lead out plugs out, check, and readjust e lectrode ga p
of the distributor cap and hold about 1/4" if necessary ,
(5- 7 mm) from car's ground; when the engine
is cranked, e lectrical sparks should cross from 6, If the malfunction still has not been found, the
the lead to the ground, which shows that the ignition timing should be checked. If the
primary and secondary coil windings are in timing is in order, then the malfunc tion is not
working order. in the ignition system and should be looked
If no sparks occur, do the following: for in the fuel system.
2. Connect a 12 volt test lamp between Terminal1

at the distributor and the car's ground. Switch
the ignition on and operate starter. If the test
l amp goes on and off when the engine is cranked
up, the primary coil winding is in working
order.
3, If the test lamp should continue to burn while

the engine is being cranked, check if the breaker
point gap is too wide, or if grease, oil, dirt. or
similar obstruction happens to be caught be tween
the breaker points.
L 29
~ ADJUS TI NG BREAKER POINTS
Adj ust breaker points as follows: 5. Dwell angle can be corrected by chang ing
the breaker point ga p.
1. Remove distributor cap and rotor. Loosen set screw in fixed cont ac t support.
Keep resetting the breaker gap until the dwell
2. Turn crankshaft through the crankshaft pulley angle is correct.
until a cam lobe in the distributor fully lifts
the breaker point arm. 6. Tighten set screw in fixed contact support.
3. Check breaker point gap with a feeler ga uge; Note :

the gap shou ld be not less than .010" (0. 25 mm).
Subsequent to the adjustment of the dwell angle.
4. Check dwell angle with engine tester; dwell always check the ignition timing since changes
o+ o +
angle should be 50 - 3 (or 55 o/o - 3 o/o) in dwell angle adjustment affect the timing.
RE P LACING BR E AK E R POINTS
The breaker points are subject to e rosion and should, T he rotor as well as the electrodes in the distributor
therefore, be replaced when pitting is in evidence. cap arc subject to erosion since the ignition sparks
continuously cross between them when the engine
is runnwg. Mallunctions may occur when the
insula ting qualities of the distributor cap or rotor
Remova l are impaired due to a sma ll cracks through which
the high tension voltage may be escaping to the
1. Remove distributor cap and rotor. ground.
2. Loosen nut of screw which secures the leaf A spring -loaded carbon contact in the distributor
spring of the breaker arm . cap conducts the high tension voltage to the
rotating rotor. fr om there, the current jumps
3. Remove lock ring from breaker arm pivot stud. across a . 026" (0. 7 mm) wide gap, in proper
sequence from the mov ing to the stationary
4. Pull breaker arm out. e l ectrodes.
5. Remove retaining screw from fixed contact The distributor cap must be well ventilated to
support (anvil) and take the support out. prevent damage by the ozone created inside.
The distributor cap should be ke pt clean, in and
Reinstall in reversed order. out, to keep creeping currents and arcing down.
Br eake r Po int Care
Pitted points alw ays should be replaced. Due to

their high state of tuning , tuned engines are very
sensitive to ignition malfunctions.
L 30
912
SETTING IGNITION TIMING
Note 2 The V -belt pulley has a notch on its outer edge

of TDC on No. 1 cylinder.
Before adjusting the ignition timing the closing
angle of the contact breaker points must always 3. Run the engine at 650 rpm.
be checked and if necessary corrected. Set the ignition with the help of the stroboscope
to 3° before TDC.
Adjustment
4. The ignition timing should be set by rotating
With high-performance engines as a matter of the distributor after previously slackening the
principle the ignition timing must be adjusted clamp bolt at the foot of the distributor.
with a stroboscope with the engine running.
5. Retighten clamp bolt at foot of distributor
1. Connect engine to engine tester. without disturbing distributor setting.
CHECKING AUTOMATIC IGNITION ADVANCE/RETARD
. The automatic ignition advance works on the An exact check of the advance curve is only
centrifugal principle. The centrifugal governor possible with a distributor test rig or an electronic
is fitted in the ignition housing below the contact engine test instrument.
breaker plate.
On a plate connected to the distributor spindle two If measurement is carried out with an engine
arms with weights of different sizes are located so test instrument further marks must be made around
that they are free to rotate. They are pullE'd in- the perifery of the V- belt pulley.
wards by two coil springs. As the engine speed
rises the centrifugal weights are pushed increasingly
further outwards and advance the contact breaker The diameter of the V -belt pulley is 145 mm.
cam. The linear measurement for 5° will therefore
The shape of the distributor advance curve is be 6. 15 mm and this can be marked out on the
go.';t.•ned by the differing weights of the centri- pulley with the aid of a caliper working from
fugal weights and by special design of the carrier the TDC mark.
arms.
If the ignition advance is functioning satisfactorily

the amount of advance should be within the toler-
Checking ignition advance ance limit of the ignition advance curve.
It is possible to make superficial check of the

centrifugal governor, after removal of the distri-
butor cap, by rotating the distributor in a clock-
wise direction. When released the distributor arm
must spring back to the stop at its starting position.
L 31
IGNITION ADVANCE CURVE FOR BOSCH D IST RIBUTOR
Type 0 231 129 022 J FR 4 (R) FO R TYPE 912 EN GIN ES
f--.
~~l
-
~
., ,
1- ~
f.-
(f)
f- ...
~
f- ..<::
«<
....0
::I
.ttl"'
~
~
~
..
~
~'
.0
.....
f- !:l
1- ~
.~
~ ~
II"'
....
!.ttl
I-
I-
I-"='
«<
Q)
cJ
c:
«<
>
<; ,"
J
" ~
~
~
I r
II I
I~
" + 0
Dwell Angle: 50 - 3
Breaker Point Gap: Min. o. 4 mm
l 'I Breaker Point Pressure: 400 - 530 p
I ~
1/ J
0 500 1000 1500 2000 2500 3000 3500 4000
Distributor Shaft Spee d (RPM)
( ( (
912
REMOVING AND REFITTING DISTRIBUTOR
Removal Refitment
Set cylinder 1 to TDC; here the central slot in the

1. Detach distributor cap. head of the distributor drive shaft should be at
right angles to the longitudinal ax is of the engine
and the smaller segment of the drive shaft head
2 . Undo leads at distributor. should point towards the V - belt pulley.
Fig. 38
3. Undo hexagon bolt at distributor bracket.
4. Pull out distributor.
L 33
CHECKING CONDENSER
A defective condenser will show itself by bad engine The condenser can be checked on an electronic
performance, difficult starting and excessive burning engine test instrument but it is recom mend ed that
of the distributor contacts. the condenser should be renewed straight away if
it is suspected that it is defective.
SPA RK PLU GS
Ge neral
The spark plug has the function of introducing the A guide to working condition and carburenor
high-voltage ignition c urrent in insulated form setting can be obtained with a little experie nce
into the engine combustion chamber and to induce from the "face of the plug". One should ensure
combustion of the compressed fuel/ air mixture by however, that the e ngine is warmed up before
means of the sparks bridging its electrodes. unscrewing the plugs and is then shut off
immediately , i. e. it should not be allowed to
Care idle .
As a matte r of principle only plugs recommended The construction of the plug determines the
by Messrs. Porsche should be used. elec trode gap which must be maintained for the
plug in question.
Ma int e nan ce a nd t es tin g The plug types recommended by Porsche are
constantly being added to and dealers are notified
The plugs should be unscrewed at intervals of about of this through circulars.
5, 000 km and should be checked for appearance,
electrode gap and sa tisfac tory function.
Maker Type Electrode gap

Bosch W 225 T 7 0. 6 - o. 7
Bosch W 200 T 35 0. 6 - o. 7
Beru p 225/14 0. 6 - o. 7
As at March 1967
L34
LIGHTING SYSTEM
912
HEAD LAMP S
General
!3oth headlamps are mounted in the front fenders When driving a US-export car in Germany, or any
and are a combination of headlights with the of the above listed countries, the sealed beam
asymmetric low beam, utilizing double filiament unit must be replaced with the so-called "sealed-
bulbs. Four-watt bulbs are used in the parking beam substitute" (SB-substitute). The SB-substitute
lamps. The double diliament bulb is located has the same shape as the regular sealed beam unit
centrally in the head lamp reflector. Contrary to the but it consists of only the headlamp lens and
old bulb system, the asymmetric lamps have bulbs reflector. In the center of the reflector an opening
with three-prong snapon connectors (same as sealed- has been provided for the accomodation of a
beam connectors) onto which the cable connectors normal double-filiament bulb of the asymmetric
are slipped on. The bulb is held in place by means type. When the car is returned to the USA, the
of a ring with a bayonet lock with three fastening substitutes must be replaced with regular sealed-
tabs. The parking light bulb is situated below the beam units. The cable connector fits both, the
headlamp bulb. The headlamp reflector can be sealed beam and the filiament bulb, whichever
moved vertically and horizontally to make head- is used,
lamp beam adjustment possible.
Cars which are equipped for export to the USA

are equipped with sealed-beam headlamps instead Description
of the asymmetric-type headlamps with bulbs.
lJ,JWever, the sealed-beams are not approved for The high beam effect at night conforms to the
use on public roads in various European countries; German traffic code; the high beam filiament is
at time of this printing, the following countries 45 watts, low beam 40 watts. The low beam light
prohibited the use of sealed-beam lights: dispersion is asymmetrical, extending low-beam
vision farther th an that provided by the symmetric
France low beam, namely 130 to 160 feet (40-50 m).
Despite this intensified low beam effect, approaching
Holland
drivers are not flashed more than normally was the
Italy case with the symmetric beam. The low beam light
intensity of the European system equals that of the
Sweden
sealed beam but does this with less blinding of the
Germany oncoming drivers, The dark/bright dispersion line
of the light follows a horizontal plane to the left
In the sealed-beam headlamp, the double- of the beam's center, rising at a 15° angle to the
filiament bulb is replaced by a sealed unit which right of it. The asymmetric light beam effect has
encompasses the reflector, lamp lens, and the been achieved by clipping one side of the shield
filiaments, When a filiament fails, the entire below the low beam filiament and, also, providing
unit must be replaced. The sealed -beam unit an appropriate light outlet in the lamp lens with
cannot be installed into normal headlamp housings; less beam dispersion in that area. Both headlamps
installation is possible only through the use of are of equal light intensity and have identical
special housings. means for adjustment.
L 35
Servicing
Make sure during all service operations that the The asymmetri c beam effect can be eleminated
reflectors are kept clean; avoid holding the unit when necessary, such as when driving through
by placing fingers onto the reflector, such as countries with left-hand traffic, by covering the
through the light bulb opening. Reflectors which taper-shaped light outlet in the le ns with tape.
have become dirty for any reason may not be This will prevent your blinding oncoming drivers.
wiped clean1dulled reflectors must be replaced.
REPLACING HEADLAMP BULB
Genera l
If the bulb blackens in an area due to tungsten

evaporation, it should be replaced since its light
intensity is no longer as high as originally intended.
Removal
1. Loosen Phillips screw in the lower center of 3. Insert new bulb. Make sure that the aligning tab
the lamp rim and withdraw lamp assembly. in the base of the bulb fits into the corresponding
cutout in the reflector.
2 . Withdraw cable connector, depress retaining
ring and turn to the left (bayonet lock) . Remove 4 . Position bulb retainer and turn to right while
retainer and withdraw bulb. pressing the retainer down.
5. Slip cable connector onto tabs in bulb.
6. Install lamp unit and check lights for proper

functioning.
Note:
Keep the bulb glass clean and free of grease. Hold
the bulb only through a clean towel or soft paper
since moisture carried on the bulb will evaporate
from the bulb when in use and will deposit itself
on the lamp reflector surface.
Note:
When changing the bulbs make sure that only the
prescribed headlamp bulbs are used (brand-name
items), avoiding the use of different makes or
Fig. 39 uneven wattage.
L 36
912
REPLACING HEADLAMP LENS
1. Remove headlamp unit. lens and place lens into the lamp rim so that
the BOSCH inscription is upright, or the wedge-
2. Remove bulb \vith retainer. shaped asymmetric low beam outlet in the lens
is on the left side when looking in the direction
3. Unscrew reflector adjusting screws and remove of travel.
reflector.
8. Replace retaining ring with reflector, check if
4. Using a screwdriver, remove lens retainers the sealing ring between the lens holder and
from rim. retaining ring is well positioned.
5. Withdraw reflector support. 9. Install retaining springs.
6. Take out lens or glass remnants. 10. Adjust headlamps.
7. Place rubber sealing ring onto new headlamp
ADJUSTING HEADLAMPS
Note :
3. The height of the headlamp center should be
determined in each car by measuring it from
The easiest way to adjust the headlamps exactly
the floor level and then marking the board
is with the aid of an optical adjuster by proceeding appropriately (Value "b").
according to the manufacturers intructions.
If an adjuster is not at hand, the headlamps may 4. Value "c" should be equal to 1 o/o of the distance
be adjusted with the aid of a board. Headlamps between the board and the vehicle, i. g. , at
with asymmetric low beam should be adjusted 198" (16. 5') value "c" should be about 2"
only on basis of the low beam projection. The (at 5 m = 50 mm).
reflector position can be reset with the two adjusting
screws in the lamp rim. 5. The horizontal headlamp spacing should be
marked on the lower reference line of" c" by
Adjusting means of two crosses.
1. Place the board perpendicular to the vehicle's

axis at a distance of about 16. 5 feet (5 m);
the reference lines may, however, be painted
on a wall as well.
2. Adjust the headlamps with proper tire pressure.

Before proceeding, roll the car back and forth
a few times to normalize the suspension attitude.
Fig. 40
L 37
6. Cover one headlamp while adjusting the other. BOSCH Headlamp Adjusting Screws:
Vertical Adjustment b Upper screw:

turn right = lower
turn left = higher
7. First adjust horizontally, bringing the kink in Horizontal Adjustment a Lower screw:
the dark/bright projection border onto the turn right = beam to left
c ross marked on the board. turn left = beam to right
8. In the vertical adjustment, the horizontal plane

of the dark/bright projection must line up with
the adjustment reference line, with the
asymmetric sweep rising to the right from
the center of the cross.
9. After adjusting the vertical setting, recheck

the horizontal adjustment.
Fig. 41
TESTING HEADLIGHT VOLTAGE
Procedure
1. Remove headlamp unit. d. Check electrical conductivity at both ends of

the fuse box, including the fuse for oxydation
2. Connect a voltmeter to the two terminals and firm seating.
(yellow and brown, or white and brown), and e. Check wire connections at the double-filiament
switch the headlights on. bulb.
3. The voltage reading must be 12 to 12. 5 volts 5. If the required voltage is still not obtained after
when the engine is running at approx. 2, 000 rpm the above procedure, check the voltage after
and the headlights are switched on. installing a new bulb. Aged bulbs have weakened
filiaments which can cause a voltage drop.
4. If the above stated voltage is not in evidence,
the following tests must be performed as shown Should the required voltage still not be obtained,
below: then the defect probably lies in the battery, generator,
a. Che ck battery terminals for proper attachment or voltage regulator.
and/ or oxydation.
b. Check regulator connections for firm seating.
c. Check slip-on conne ctions in light switch
wiring for firm seating.
L 38
DIRECTIONAL BLINKER SYSTEM
912
AND
COMBINED BLINKER, DIMMER, AND HEADLAMP FLASHER SWITCH
General
As already outlined, the blinker lamps are located post support; the switch is held in place through
below the headlamps at front, and together with a three - prong connector and can be easily slipped
the tail and stop lights at rear. The stop and tail off when required. A magnetic switch interrupts
lights use a common bulb for each side. The the ground connection of the blinker control lamp
directional signals are actuated through the self- whenever one of the blinker lamps should become
cancelling switch which is mounted on the steering inoperative to indicate this condition; this
post. The green blinker control lamps are indication works, of course, only as long as the
accomodated within the tachometer dial. The control lamp is in working order.
blinker pulse switch is located in the luggage When replacing bulbs, make sure that proper type
compartment under the mat next to the steering is used.
REMOVING AND INSTALLING COMBINED BLINKER, DIMMER ,

AND FLASHER SWITCH
Removal
1. Remove steering wheel (see 14 St, 911 \vorkshop 4 . Remove upper housing assembly retaining nuts
Manual). (SW 8) and pull the assembly upward to remove.
Lead wires and connectors through the hole
2. Detach all wire connections from the combination which has been provided for that purpose.
switch.
5. Remove the three retaining screws which secure
the combination switch and remove switch.
3. Remove the two slotted screws from the horn
con tact ring , detach the wire, remove the Install in reversed order of the above, making
ring. certain that the wires are connected properly.
L 39
COMBINED BLINKER , DIMMER, AND HEADLAMP FLASHER SWITCH
Fig. 42
See description on page L 48.
L 40
912
COMBINED BLINKER, DIMMER, AND HEADLAMP FLASHER SWITCH
1 Fillister screw 10 Spring

2 Serrated lock washer 11 Spring
3 Contact ring 12 Fillister screw
4 Hex nut 13 Clamp
5 Lock washer 14 Steering post extension
6 Fillister screw 15 Wiper and washer switch
7 Round head countersunk screw 16 Allen bolt
8 Upper housing assembly 17 Lower housing assembly
9 Combination switch 18 Lever knob
REPLACING BLINKER SWITCH RETURN SPRING
1. Remove steering wheel (see 14 St, 911 Workshop

Manual).
3. Unhook return spring.
2. Remove slotted screws from horn contact ring,
detach wire, remove ring. 4 . Install new spring.
REPLACING BLINKER, PARKING, BACKUP, AND STOP LIGHT BULBS
1, Remove lamp unit retaining screws and remove 6. Fasten bulb by pushing into the holder and
unit. turning 90 ° to the right until the socket pins
have engaged their seat.
2, Using a screwdriver, lift the plastic holder at
the cut off comer and withdraw holder. 7. Place holder into lamp unit and push lightly
in so it snaps into place.
3. Push the bulb into the holder and turn to left
(bayonet lock). 8. Install lamp unit and tighten slotted retaining
screws.
4. Remove bulb.
9. Check lamp for proper functioning.
5. Install new bulb.
L 41
REPLACING FOG LAMP BULBS
1. Remove slotted screws from retaining ring at

lamp lens and withdraw lamp unit.
2. Pull lamp socket out of lamp unit (snap fit).
3. Push the bulb into the socket and turn to the 5. Push bulb into socket and turn to the right.
left (bayonet lock).
6. Push the socket into the lamp unit to firmly
4. Take old bulb out, insert new bulb. seat it.
Note: 7. Put the lamp unit back in place and tighten

slotted retaining screws.
Keep glass bulb clean and free of grease, handling
it through soft paper or clean towel. 8. Check fog lamps for proper functioning.
REMOVING AND INSTALLING DOOR CONTACT SWITCH
General
The door contact switch is accomodated within the

forward door posts and controls the interior light
when the latter is preset for automatic functioning.
When the doors are opened, a contact is made
through the switch in the door post and the interior
light goes automatically on.
Remova l
1. Remove rubber cap.
2. Unscrew contact switch with a 12 mm box

wrench, detach wire.
3. Connect wire to new switch and reinstall.

Fig. 43
L 42
912
REPLACING BULB IN INTERIOR LAMP
Gently press the lamp base out with a screwdriver,

always applying force at the rear part of the base
(as seen in direction of travel).
When installing new bulb, make sure that the bulb

holding clamp.> are sufficiently tensioned to firmly
hold the 10 W cartridge bulb in place.
Fig. 44
REPLACING BULB IN LUGGAGE COMPARTMENT LAMP
1. Remove the glass lens.

The luggage compartment lamp is located on the
lower part of the lid. The lamp goes off automati- 2. Replace the 4 W cartridge bulb which is held
cally when the lid is closed. in clamp contacts.
REPLACING LICENSE PLATE LAMP BULB
1. Remove both screws which secure the license

plate lamp assembly to the engine compartment
lid and withdraw lamp assembly.
2. Replace bulb.
3. Reinstall in reversed order.
Fig. 45
L 43
INSTRUMENTS
General
The speedometer unit includes the odometer and the induction currents, being matched to the
trip mileage counter. A flex shaft connected to electro-magnetic system. As the car moves and,
the transmission drives the unit. The speedometer thus, the driving flex shaft rotates, both forces
indication is effected through the application of maintain an equilibrium and the needle of the
eddy currents. A disc-shaped magnet rotates within speedometer shows the given speed at which the
a closely-spaced aluminum shell. As the magnet vehicle is moving.
rotates, induction currents are generated and create
a turning force in the shell, the force being The odometer drive consists of a triple reduction
proportionate to the speed of the magnet. The shell gear. The odometer has a five-digit counter, The
is connected to the speedometer needle. Located trip mileage counter can be reset to zero by means
on the axis of the indicator needle is a spiral of a knob on the instrument panel.
spring which works against the force created by
REMOVING AND INSTALLING INSTRUMENTS
Note:
Connecting terminals of all instruments are

accessible from the luggage compartment upon
removal of the carpeting.
3. Remove small knurled nuts which secure the

1. Detach all cables from the instrument that is instrument, withdraw the retaining clamp,
to be removed. and take instrument out, with care, from
within the passenger compartment.
2. In the case of the speedometer, also remove
the flex shaft knurled nut and withdraw flex 4. Reinstall the new or repaired instrument in
shaft. reversed order of the above.
L44
912
REPLACING C ONTROL LAMPS AND INSTRUMENT ILLUMINATION LA M P S
1. Loosen luggage compartment mat retainers

and pull mat forward.
3. Take bulb out of socket.
2. Pull out the respective lamp socket from a
given component. 4. Install new bulb.
REMOVING AND INSTALLING FUEL GAUGE SENDER
Removal
1. Fold luggage compartment mat back. When reins t a IIi n g, check the gasket for
condition and proper seating.
2. Withdraw multiple-pin socket.
3. Remove sender retaining bolts and withdraw

sender unit.
REPLACING BACKUP LI G HT SWITCH
Removal
1. Remove rubber cap.
General 2. Pull snap-on terminal connectors off.
The backup light switch is located on the trans- 3. Unscrew switch with an open end wrench
mission housing side. The switch is actuated through (SW 22).
the respective positioning of the internal shift rod
within the transmission when reverse gear is engaged, Rei n s t a 11 in reversed orde r of the above making
moving a contact pin and thus switching the backup sure that the contacts are firmly seated and the
light on. rubber c ap securely attached.
L 45
HEADLAMP FLASHER S IGNAL
The headlamp flasher signal is released by means The purpose of the flasher relay switch is to reduce
of the combination switch on the steering post. The the current load of the headlamps, i.e. , routing
flasher relay switch is situated under the left the high current flow through heavy contacts in
floorboard. the flasher relay rather than through the switch on
the steering post.
REPLACING FUSES
The fuse box is located under the luggage compart-

ment mat. The fuses can be easily removed by
applying pressure against the retaining clamps.
When a fuse burns out, the matter should be
investigated to determine the cause rather than
simply replacing the fuse.
We suggest that a small supply of fuses (8/15 amp

and 25/40 amp) be always carried in the car.
Fig. 46
REMOVING AND INSTALLING SIGNAL HORNS
General
The signal horns are cushion -mounted under both 2. Remove horn retaining nut and take horn out.
front fenders.
When rein s t a 11 in g the horn, make sure that
1. Detach snap-on wire connectors. it does not make contact with the body.
L 46
912
WINDSHIELD WIPERS
Ge ner a l
The windshield wiper motor and acruating linkage The windshield wi per blades should make an even
are located just in front of the instrument units. contact with the windshield and move equally
The motor is controlled by a four-position wiper/ far on both sides.
washer switch. The windshield wiper linkage joints
are service free.
REMOVING AND I NSTAL LIN G WIPER MOTOR WITH LINKAGE
Remo va l
1. Remove the forward ventilating case after 4 . Remove rubber discs located beneath the wiper
removing the ret aining clip and air duct. arms and unscrew retaining hex nuts.
Fig. 47 Fig. 48
5. Withdraw wiper motor downward, together

with linkage.
2. Detach all (5) wire terminals from the wiper
motor. Check for proper pl acement of connecting wires
and free movement of the wiper linkage when
3. Remove wiper arms. r e as se m b 1i ng the wiper system.
L 47
WINDSHIELD WASHER SYSTEM
The electrical windshield washer pump is located

in the forward luggage compartment next to the
windshield washer reservoir,
Removal Removing Reservoir
1. Remove both slotted screws which secure the 1, Pump the reservoir completely dry.
reservoir,
2. Withdraw the reservoir. 2. Remove cap and hose,
3. Detach wires from pump. 3. Remove reservoir by turning it.
4. Loosen plastic retaining straps from pump and Removing Windshield Washer Pump
pull the pump out,
Ins t a 11 in reversed order of the above, 1. Detach cables from pump,
Note: 2. Detach suction and pressure hoses from pump.
Up to Chassis Serial Nr. 351292/451 373, the wind- 3. Loosen plastic retaining straps from pump and
shield washer reservoir was installed into a recess pull the pump out.
along the side of the luggage compartment floor.
The windshield washer pump was installed in the
right rear part of the luggage compartment
(looking in the direction of travel) under the
compartment mat. Ins t a 11 in reversed order of the above.
L 48
912
RADIO
General If a test drive should reveal that the radio

reception still suffers from static or other inter-
The car radio must perform well under relatively ference, despite the installation of suppressors,
unfavorable conditions. On one side, the antenna the entire system should be rechecked, including
input (signal strength) is very low due to the short all ground connections. If further corrections
antenna length; on the other side, the ignition should be necessary, it is best to have the problem
system, generator, and windshield wiper motor eliminated by soliciting the services of a radio
are a more or less constant source of static or shop which will have the necessary testing
interference. For this reason it is of great impor- equipment on hand.
tance that the vehicle is well freed of interference
generators, especially in the case of FM reception.
Loose ground connections, for one, are a common Note:
source of static noise. When installing a radio in
the car, much care should be devoted to checking The maximum suppressor condenser capacity
the ground connections. Normally, radio noise between the generator terminal D+ and ground
suppressors are selected by the set manufacturer is 3. 0 mfd, and at the regulator terminal D+ it
and may be found in the radio accessory lists. is 0.3 mfd, since otherwise the contacts will burn.
L 49
ELECTRICAL DATA
Generator BOSCH shunt wound 0101 206 113
Load setting for output test 300/2500 rpm (generator armature)
Speed at rated voltage 1850 - 2050 rpm (generator armature)
Field coil resistance 3. 5 Ohm

Carbon brush spring pressure 450 - 600 g
Regulator (BOSCH) 0190 350 014
Switch -on voltage 12. 4 - 13.1 v
Reverse current 2- 7. 5 A
Switch contact ga p (at rest) Main contact 0. 5 - 1. 2 mm

Regulator voltage at idling speed no load: 13. 5 - 14. 5 V on load: 12. 8 - 13. 8 V
Magnet gap voltage regulator Closed min.: 0. 2 mm open: 0. 8 - 1. 3 mm
Contact gap voltage regulator 0. 25 - 0. 4 mm
Starter (BOSCH) 0001212002
Free running test 11. 5 V 33 - 50 A at 6400 - 7900 rpm
Load test 9 V 160 - 200 A at 1100 - 1400 rpm
Short circuit test ev 25o - 3oo A

130
Carbon brush spring pressure 1200 +
- 50 p
Distributor (BOSCH) 0231 129022
Contact breaker gap min. 0. 3 mm

Centrifugal advance, degrees at engine speed Commences at 5 - 14 ... 1000 29 - 34 ... 3000
30 - 35 ... 3100
13 - 19 ... 1250
21 - 26 ... 2000
Closing angle
Contact pressure 400 - 530 p
Condenser 0. 27 - 0. 32 Microfarad
Ignition coil (BOSCH) 0221 102 016
Spark on tester with ionised spark gap 14 mm, 1. 4 A Primary current

Primary resistance 3. 1 - 3. 6 Ohm
Spark plugs Electrode gap 0. 6 - 0. 7 mm

Battery 12 V 45 Ah
L 51

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© by Dr. - Ing. h . c. F er d in an d Porsche

TO THE PORSCHE FOREMAN AND MAINTENANCE TECHNICIAN

Engine Serial Number, location …………………………………………………………………........... E1

1 En Engine, removing and installing ….…………………………………………………………….. E8

3 En Cooling Air Shrouds, removing and installing …………………………..………………….... E 18

EXHAUST AND HEATING SYSTEM

Heating System, Type 356B/T6, description …………………….......................................................... E 29

ENGINE LUBRICATION SYSTEM

Oil Circuit, diagram …………………………………………………………………………………….. E 39

23 En Rocker Arm Carrier, removing and installing ………….................................................................... E 46

57 En Clutch, removing and installing ……………………………………............................................... E 88

GROUP F: FUEL SYSTEM

Fuel system, description ……………………………......................................................................... ....... F1

1 Fu Fuel Line, removing and installing …………..………..................................................................... F 13

Fuel Pump, description.................................................................................................................................. F 25

12 Fu Pump Pressure, testing …………………………………….………………………............................ F 28

GROUPE: ELECTRICAL SYSTEM

Description of electrical system ………………………………………….………………......................................... L1

Generator (general, method of operation, construction) ……………………………………..................................... L5

1 LI Renewing ignition warning light ………………………………………........................................................... L7

Starter (general, method of operation) ……………………………………............................................................ L 15

9 LI Removing and refitting starter…………………………………….………………..………………............... L 17

Associated technical data …………………………………………………………………………………............. L 24

13 LI Maintenance of battery …………………………….……………………………............................................ L 26

Ignition (general, method of operation, construction)………………………….………………………................... L 28

14 LI Eliminating ignition faults ………………..…………………………………………...................................... L 29

Spark plugs (general, maintenance, testing)............................................................................................................. L 34

Headlamps (general, description, maintenance)......................................................................................................... L 35

21 LI Renewing headlamp bulb.................................................................................................................................. L 36

33 LI Removing and refitting instruments................................................................................................................ L 44

Headlamp flasher switch........................................................................................................................................... L 46

Screen wiper (general).............................................................................................................................................. L 47

I II Cylinder I: Front, right side

1 Clutch 13 Pulley retaining nut

The Porsche engine is an air cooled, flat, four

Bottom View of Vehicle

1 Transmission filler plug 9 Forward power train carrier

CRANKSHAFT AND CONNECTING RODS

The four connecting rods ride on the plain-bearing

The light-alloy pistons in the Type 912 engine

Second Edition of this page , March 1967 E 5

The cylinders are made of carbon steel encased

Each bank of two cylinders has a common, heavi-

The 3-journal camshaft rides on the base metal

The engine is cooled by an air blower. The

ENGINE LUBRICATION SYSTEM

Engine lubrication is effected through a forced-

The oil cooler is mounted on the crankcase in

OIL PRESSURE INDICATOR

A pressure-actuated swich is connected to the

6, Remove air cleaner tops.

7. Detach cabl es from genera tor and blower

8, De tach cable from Terminal1 5, including

9, Detach cables from oil pressure sensor and

10, Detach fuel intake line from fuel pump,

11. Detach axle shafts from connecting flanges,

12, Detach cables from engine starter,

13, Detach clutch cable from clutch control

14. Detach ground strap.

15, Disc onnect backup light cable.