I appreciate all the response that my previous posting generated. Gasp. I understand that the timing on the 94 945T "cannot be adjusted." I did change the timing belt, tensioner, water pump and all associated seals recently and moved the cam, crank and intermediate shaft all about with the timing belt off. I'm not at all concerned about how to get those lined up as I've done this many times before on many of the cars that I have owned. I typically use hard wire in the #1 spark plug hole to ascertain when cylinder number one is actually at TDC, but I get away from the issue that I AM concerned about.

Let me ask this.

If the timing cannot be adjusted by virtue of an old timing light, dwell meter and rotation of the crank angle sensor, why, why, oh why, are there even slots present in the crank angle sensor? Why didn't Volvo see fit to just have three non-oblong holes to attach the dang crank angle sensor if it couldn't be "adjusted"?

I don't doubt the expertise here at all. I just don't understand why even when I do get everything lined up, I can't fine tune the timing to some reference point like the apparently good for nothing (watch my fingers) "timing marks" on the timing cover that tease me with actual gradations like TDC, 10 and 20 degree markings! Why bother with those reference points if they are never to be used?. I guess I'll move on to other issues and hope that I get this at a later date, kind of like when you have the answer to an important question on the tip of your brain, and in a week or so it's "ahhhhhhhhhhhhhhhhhhhhhhhhhhh" now I get it. Now is not that time apparently.

Anyway, I do appreciate all the previous input. Thanks!

Sincerely,

J Beechcraft
(nuttin like an old V tail!)

Are you by chance misinterpreting the ignition distributor for the "crank angle sensor"? There are three oblong holes in the distributor housing because it would cost more to design and build one without them. It is kind of preplexing that you can twist the damn dist. in that car and not have the timing change at all. You would think that it would adjust but it does not, I have put a light on it and twisted it and nothing happens, it just does not seem natural.


Rule 308

hahaha and I thought I was just good.....replaced the seal and o- ring on the distributor and "got the timing right on the money" first try...
Bret
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rust free in west Texas

Can I get an AMEN on that! Now that is exactly what I'm talking about!

It just does NOT make sense!

Whew...I thought I was going nuts by myself.

I do appreciate the input,


Sincerely,

J Beechcraft

.................................."why, why, oh why, are there even slots present in the crank angle sensor? Why didn't Volvo see fit to just have three non-oblong holes to attach the dang crank angle sensor if it couldn't be "adjusted"? "

There are no slots where the RPM sensor attaches. Didn't I write that in my original post?

In the fuzzy picture below, you can see the RPM sensor at the back of the B230 engine block. It is pointed at the slotted ring attached to the drive plate. Would you please tell me which three slotted holes you are talking about?

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john

The three slots I'm referring to are on the distributor at the end of the camshaft at the firewall. Now I've not messed with mine, but from the ones I've seen at the bone yard, they are slotted and appear adjustable. My Miata has what is referred to as a "crank angle sensor" which rotates and does affect timing. It too is located at the firewall end of the camshaft.

By the way, I really like the pics of your PV or PL or whatever they were called back then. Oddly enough, I used to drive one when I was 16 years old and trying to break everything I got behind the wheel of. I particularly remember that I could not destroy that car. I'd love to have that pic as my desktop screen saver, but again I digress.

Thanks for the pics!!!!!!! and help.

Sincerely,

JBeechcraft

The timing on your 940T is not controlled by the distributor. All the distributor does is route the spark to the proper cylinder. The three slots in the distributor base are hold overs from Hall effect distributors. You do rotate Hall effect distributors to change timing. I have installed a shaft seal in a late distributor which had round, rather than slotted, holes. It appears the distributor base was updated around 1994-95.

The timing is controlled by the RPM sensor at the back of the block. There is no adjustment provision.

The 1961 PV 544 was my second car. I owned it for my four years of college. I wouldn't mind owning another one, but they are now a collector item. It is much easier and cheaper for me to drive a 740T than to maintain a collector car as a daily driver.
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john

NO DISTRIBUTOR......... Now what?????????????????
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'96 965 with 16' wheels at 114K. Had '85 745 Turbo Diesel for 200K.

This 1985 744T does not have a distributor either, and it runs great. See the individual coil packs on the firewall.

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john

Wow!!! nice setup on the '85 744 turbo!! can you give me any suggestions on the heat shield and cold air intake? I've been struggling with my setup for sometime now. Currently I have an additional 3" intake to stock air box from the punchout under the headlights.

Matt
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--- '89 740 Turbo

The car is highley modified, and runs 1/4 miles in the 13 second range. It belongs to Peter Linssen of MVP.
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john