BMW 12111271717 Distributor

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Before dismantling a worn or faulty distributor, ensure that the individual components are available as spares. If the unit is severely worn, it may be more cost-effective to obtain a new, reconditioned, or good secondhand assembly. Begin by removing the distributor and then withdraw the cap, rotor arm, and contact breaker set. Extract the circlip from the top of the pivot post where the vacuum capsule link rod is attached. Proceed to remove the vacuum capsule securing screws, tilt the capsule slightly to disengage the link rod from the pivot, and withdraw the capsule. Next, remove the securing screws and lift the contact breaker plate out of the distributor body. Using two screwdrivers as levers, pry the distributor shaft upwards until the spring retaining ring disengages, taking care not to lose the felt lubrication pad or the retaining ring. Secure the distributor in a vice with jaw protectors and drill out the pin that secures the driven gear to the shaft. Extract the distributor shaft along with the centrifugal advance assembly. If the advance assembly needs to be dismantled, mark the components for proper reassembly. If new counter.weight springs are installed, have the advance curve checked by a dealer or auto-electrician after reassembly. Reassembling the distributor is a reversal of the dismantling process, ensuring that the two washers are placed under the baseplate before installing the shaft to the body and that the thrust washer is the one furthest from the baseplate. Use a new drive pin in the shaft and check that the shaft top retaining ring is not distorted; if it is, use a new one. Finally, install the distributor.

The distributor is situated at the cylinder head's rear; start by removing the cap with leads. Next, detach the vacuum pipe from the distributor vacuum capsule and release the clamp bolt from the distributor housing, pulling the distributor out. For carburetor models, prior to placing the distributor, rotate the crankshaft using a spanner on the crankshaft pulley nut until the no.1 piston reaches TDC during its compression stroke. This position can be identified by spinning the crankshaft while feeling for pressure over the no. 1 spark plug hole. Continue turning until the leading notch on the crankshaft pulley surpasses the timing chain cover's pointer, aligning with the second notch (TDC). Place the distributor over its hole in the drive housing, ensuring the vacuum capsule aligns with the exhaust manifold's rear corner when facing the engine's front. Set the rotor arm's end mark roughly 1.4 in (35.6mm) anticlockwise from its alignment mark on the distributor body's rim. As the distributor meshes with the camshaft drive gear, the rotor arm will synchronize with the rim mark. If misaligned, adjust the rotor arm as needed. Turn the crankshaft anticlockwise until the static timing mark aligns with the timing chain cover's pointer. Rotate the distributor until the contact points start opening, then secure the housing clamp bolt. Using a test bulb connected between the contact spring arm and earth with the ignition on can verify the points' opening moment. Some rotor arms have a sliding contact bar to prevent engine over-revving by cutting the HT circuit when the engine speeds up excessively, causing uneven running; adjust as needed. For ignition timing, ensure the rotor arm's center aligns with the distributor body rim's line. Use a stroboscope for more accurate ignition timing after the engine reaches normal operating temperature. Disconnect the vacuum pipe from the distributor, plugging it, and follow the stroboscope manufacturer's guidelines, usually linking it between the no. 1 spark plug lead and terminal. On models with multiple crankshaft pulley notches, highlight the static timing notch and pointer. With the engine idling, aim the stroboscope at the timing chain cover's pointer. If misaligned, adjust the distributor until synchronized. Some models, especially those with emission control systems, have a third notch on the crankshaft pulley usable with the stroboscope at 2000 rpm. On more recent models and those with fuel injection, only one TDC notch exists. The distributor can be installed as described, but timing can only be set using a stroboscope targeting the flywheel's steel ball, visible through the transmission bellhousing's inspection hole. Disconnect the vacuum pipe from the distributor, connect the stroboscope, and set the engine idling speed accordingly: All models except 2002 TI and 2000 TII and those with an emission control system with air pump at 1400 rpm, 2002 TI at 2200 rpm, 2002 TI1 at 2400 rpm, and models with an emission control system with air pump at 2000 rpm. Point the stroboscope at the bellhousing opening, ensuring half the flywheel ball is visible above the sight hole's lower edge. Adjust the distributor for correct alignment and secure it. Lastly, turn off the ignition, detach the stroboscope, and reattach the distributor vacuum pipe.