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Volkswagen Distributors
Stock Distributors
VW used a lot of different distributors over the years. The original working engine, carburetor and distributor combination that came with each VW should have worked really well. But as these aircooled VWs have been around for many years, there is no telling how many different engine/carb/distributor configurations they may have gone through and and what kind of shape each component is in. Certain carburetor/distributor combinations don't work, especially if you are using a vacuum advance distributor on a carb without a vacuum port. If you have a high performance engine with a long duration camshaft, you will not have the proper vacuum signal for a stock vacuum advance distributor to work.
205 Distributors
The 205 refers to the 205 at the end of the VW number on the distributor. There were actually many VW distributors ending in 205 and they differ significantly.
Distributor | Advance Design | Used in | Points | Condenser | Cap | Rotor |
111-905-205-L, N, M or 131-905-205 |
vacuum advance only | Feb’64–1967 Beetle and Bus | 111-998-059 (2 piece) |
111-905-295A | 111-905-207C | 111-905-225F |
113-905-205M or 111-905-205T |
vacuum advance only | 1968-1970 Bug and Bus (except autostick) | 111-998-063 (1 piece) |
111-905-295A | 113-905-207C | 043-905-225 |
113-905-205-T & later |
vacuum and centrifugal advance | 1971 and later Beetle and Bus
1968-1970 Beetle and Bus with autostick |
311-998-063 | 311-905-295C | 113-905-207C | 043-905-225 |
043-905-205 043-905-205 ZB |
vacuum and centrifugal advance | 1974 Beelte Mexibeetle |
01 011 | 02 074 - German 02 054 - Mexi |
03 010 | 04 033 |
A 113-905-205T from a 71 or newer Beetle should work with a 30 PICT-3 Carb.
Other Stock Distributors
Bosch Number | Bosch Replacement | VW Number | VW Replacement | Application | Remarks |
---|---|---|---|---|---|
0231 112 005 | 0231 115 020 0231 115 040 |
111 905 205C | 111 905 205F | Beetle 55-60 | 1200 36hp 1/55-8/60 |
0231 115 020 | 0231 115 040 | 111 905 205F | Same | Beetle 55-60 | 1200 36hp 55-60 |
0231 115 040 | Same | 111 905 205F | Same | Beetle 55-60 | 1200 36hp 55-60 |
0231 115 056 | 0231 115 078 | 113 905 205P | 113 905 205AA | Beetle Auto-Stick 1968 | 1500 |
0231 115 078 | 0231 167 029 | 113 905 205AA | 113 905 205AD 113 905 205AE |
Beetle Auto Stick 1969 | 1500 |
0231 129 010 | 0231 178 009 | 211 905 205F | 126 905 205 | Beetle 49-12/53 Bus 3/55-59 |
1100 25hp 1200 36hp |
0231 129 019 | 0231 178 009 | 211 905 205E | 126 905 205 | Beetle 49-12/53 Bus 3/55-59 |
1100 25hp 1200 36hp |
0231 137 005 | 0231 137 031 | 111 905 205N 113 905 205J |
315 905 205B | Beetle 1965 Bus 64-65 |
1200 40hp 1500 |
0231 137 009 | 0231 137 010 | 113 905 205K | 113 905 205L | Beetle 66-67 | 1300/1500 |
0231 137 010 | 0231 137 031 | 113 905 205L | 315 905 205B | Beetle 66-67 | 1300/1500 |
0231 137 011 | 0231 137 031 | 131 905 205 | 315 905 205B | Bus 66-67 | 1500 |
0231 137 021 | 0231 137 039 | 113 905 205M | 111 905 205AA | Beetle MT 1968 Bus 1968 |
1500 1600 |
0231 137 031 | Same | 315 905 205B | Same | Service Replacement | |
0231 137 035 | 0231 137 039 | 113 905 205T | 111 905 205AA | Beetle MT 69-70 Bus 69-70 |
1500-1600 1600 |
0231 137 036 | 0231 137 039 | 113 905 205T | 111 905 205AA | Beetle MT 1970 | 1600 |
0231 137 039 | Same | 111 905 205AA | Same | Service Replacement | |
0231 139 002 | 0231 139 006 | 113 905 205A | 113 905 205B | Beetle 61-64 Bus 60-63 |
1200 40hp |
0231 139 005 | 0231 137 031 | 311 905 205 | 315 905 205B | Beetle 61-64 Bus 60-63 |
1200 40hp |
0231 139 006 | 0231 137 031 | 113 905 205B | 315 905 205B | Beetle 61-64 Bus 60-63 |
1200 40hp |
0231 146 101 | 0231 170 034 | 113 905 205AL | 043 905 205 | Beetle Auto-Stick 1970 | 1600 Bosch only Listing Possible Service Replacement |
0231 147 002 | 0231 137 005 | 111 905 205L 111 905 205M |
111 905 205N 113 905 205J |
Beetle 1965 Bus 64-65 |
Beetle 1200 40hp Bus 1500 |
0231 167 012 | Unknown | Unknown | Unknown | Beetle Auto-Stick 1971 | 1600 Bosch only Listing |
0231 167 029 | Same | 113 905 205AD 113 905 205AE |
Same | Beetle Auto-Stick 1970 | 1600 |
0231 167 049 | 0231 176 028 | 113 905 205AJ | 043 905 205C | Beetle MT 1971 | 1600 |
0231 167 053 | 0231 176 033 | 113 905 205AH | 043 905 205D | Beetle Auto-Stick 71-73 | 1600 |
0231 167 055 | 0231 176 033 | 211 905 205Q | 043 905 205D | Bus 1971 | 1600 |
0231 167 070 | 0231 176 028 | 113 905 205AN | 043 905 205C | Beetle MT 72-73 | 1600 |
0231 168 005 | 0231 170 093 | 021 905 205P | 022 905 205S | Bus Late 76-78 Bus Federal 1979 |
2000 |
0231 170 034 | Same | 043 905 205 | Same | Beetle MT Federal 1974 | 1600 |
0231 170 036 | Same | 043 905 205A | Same | Beetle Auto-Stick Federal 1974 | 1600 |
0231 170 093 | Same | 021 905 205S 022 905 205S |
Same | Bus Auto Calif 1974 Vanagon Federal 80-83 |
1800 EFI 2000 Air Cooled |
0231 173 001 | 0231 178 009 | 126 905 205 | 126 905 205 | VW High Performance Applications | |
0231 173 005 | Same | 021 905 205E | Same | Bus 1972 | 1700 |
0231 173 007 | 0231 173 008 | 021 905 205F | 021 905 205Q | Bus Auto 1973 | 1700 |
0231 173 009 | 0231 181 005 | 021 905 205J | 021 905 205N | Bus MT 1973 | 1700 |
0231 173 010 | 0231 181 005 | 021 905 205J | 021 905 205N | Bus MT 1973 | 1700 |
0231 176 028 | Same | 043 905 205C | Same | Beetle MT Calif 1974 | 1600 |
0231 176 033 | Same | 043 905 205D | Same | Beetle Auto-Stick Calif | 1600 |
0231 176 044 | Same | 043 905 205H | Same | Beetle MT 75-79 | 1600 EFI |
0231 176 048 | 0231 181 012 | 021 905 205B | 022 905 205AB | Bus MT 75-Mid 76 | 1800-2000 |
0231 176 053 | Same | 043 905 205J | Same | Beetle Auto-Stick 1975 | 1600 EFI |
0231 176 055 | 0231 181 014 | 021 905 205AC | 022 905 205AC | Bus Auto 75-Mid 76 | 1800-2000 |
0231 178 001 | 0231 178 009 | 126 905 205 | 126 905 205 | VW High Performance Applications | |
0231 178 003 | 0231 178 009 | 126 905 205 | 126 905 205 | VW High Performance Applications | |
0231 178 009 | 0231 178 009 | 126 905 205 | 126 905 205 | VW High Performance Applications | |
0231 180 001 | 0231 176 033 | 211 905 205S | 043 905 205D | Bus 1971 | 1600 Original w/Speed Limit Rotor |
0231 181 003 | Same | 021 905 205S | Same | Bus Auto 1974s Bus Auto Federal 1974 |
1800 Dual Carb |
0231 181 005 | Same | 021 905 205N | Same | Bus MT 1973 Bus MT Federal 1974 |
1800 Dual Carb 1800 Dual Carb |
0231 181 012 | Same | 022 905 205B | Same | Bus MT 75-Mid 76 | 1800-2000 |
0231 181 014 | Same | 022 905 205AC | Same | Bus Auto 75-Mid 76 | 1800-2000 |
0237 022 009 | Same | 039 905 205C | Same | Bus Calif 1979 Vanagon Calif 80-83 |
2000 Air Cooled Hall Ignition |
0237 022 025 | Same | 025 905 205D | Same | Vanagon 83-84 | 1900 Digijet |
0237 022 045 | Same | 025 905 205K | Same | Vanagon 1985 | 1900 Digijet |
0237 520 007 | 0237 520 038 | 025 905 205M | 025 905 205AC | Vanagon 86-Mid 90 | 2100 Digifant |
0237 520 038 | Same | 025 905 205AC | Same | Vanagon Late 90-Mid 91 | 2100 Digifant |
0237 520 046 | Same | 025 905 205AG | Same | Vanagon Late 91 | 2100 Digifant |
9237 040 030 | Same | BAA 905 205C | Same | Beetle (Puebla, Mexico) Thru 2004 | 1600 |
VE 4 BRS 383 | 0231 101 003 0231 178 009 |
111 905 205 | 111 905 205 126 905 205 |
Beetle 1/54-12/54 | 36HP To Eng 1-945 626 |
VJR 4 BR 8/1 | 0231 129 003 0231 129 019 |
211 905 205E | 211 905 205E | Beetle 49-12/53 | Also supersedes to VJR 4 BR 25/1 |
VJR 4 BR 25/1 | 0231 129 010 | 211 905 205F | 211 905 205F | Beetle 49-12/53 | Also supersedes to 0231 178 009 |
VJU 4 BR 8/1 | 0231 112 040 0231 112 005 |
111 905 205C | 111 905 205C | Beetle 55-60 | 1200 36hp |
ZV/JCU4R3 | 0231 150 001 0231 150 010 |
341 905 205 | 341 905 205 311 905 205R |
Type 3 1500S 1964 | |
ZV/JU4R3 | 0231 147 002 | 111 905 205L 111 905 205M |
111 905 205L 111 905 205M |
Beetle 1965 Bus 64-65 |
Beetle 1200 40hp Bus 1500 |
ZV/PAU 4R2 or 5 | 0231 139 002 | 113 905 205A | 113 905 205A | Beetle 61-64 Bus 60-63 |
1200 40hp |
ZV/PAU 4R4 or 6 | 0231 139 005 | 311 905 205 | 311 905 205 | Beetle 61-64 Bus 60-63 |
1200 40hp |
Ref:
Bosch 009
This is the most popular performance distributor for VWs. It has a fully centrifugal advance and designed to be timed to 10 BTDC with a total advance of 32 BTDC and therefore does not require a vacuum line from the carburetor. This simplicity in itself makes it desirable in itself as this allows you to setup whatever carburetor setup you like, dual or single, without needing to modify the carburetor to work for the distributor.
The timing curve of the 009 isn't perfect and despite it's popularity, many feel that it is a "poor" choice for a VW because of the dreaded "flat spot". This is particularly the case with the Solex 34 PICT-3 carb. This flat spot can be address in a number of ways, often making the carb run richer or switching out the 009 with anther distributor.
There are at least three different models of 009 distributors: a German model (identifiable by the "Germany" stamp on the bottom), a Brazilian model, and a chrome Brazilian model (which ends with 094). All three of these distributors have different advance curves, some advancing sooner than others. The chrome 094 had the fastest advance curve, the Brazilian 009 was a bit slower, and the German 009 had the slowest advance curve.
Rumor has it the the 009 was originally designed for stationary industrial motors and constant high rpm use. The 001 distributor has VW# 126-905-205 stamped above the Bosch number and is primarily used on industrial engines for constant high rpm use. The 003 was the successor to the 001 and 009 succeeded the 001 or 003 as per Bosch microfiche. The 001 or 003 Looks identical to the "009".
Distributor | VW 126-905-205, Bosch 0231 178 009 |
Chrome Version | Bosch 9230 081 094 |
Can Use | 0231 178 001, 0231 178 003, 0231 129 010, 0231 129 019 |
Not to be confused with | 0231 137 009/113 905 205K vacuum-only-advance from 1966-67 |
Points | 01 030 |
Condenser | 02 086 |
Rotor | 04 033 |
Dust Cover | 039-905-241, Bosch 1230 500 139 > 1230 500 147 |
Cap | 03 010 |
Distributor Cap Clip | 034-905-265, Bosch 1231 251 033 |
Coil | 6 Volt - 00 016, 12 Volt - 00 012 |
Timing Set At | Most applications - 5 to 7.5deg BTDC Static. Full advance should not exceed 32 degrees at 3000rpm with stroboscopic timing light. |
Ref:
Bosch 010
These are similar to the 009 and predate the 009. They use a mechanical only advance and are set up for idle or full throttle. Some report that the 010 works much better than the 009.
The 010 has dual advance weights and comes on about 200-300 rpm sooner than a 009 (which as a single advance wieght).
010:
0231 129 010
VW 211-905-205F
Ref:
Bosch 019
Similar to the Bosch 010, the 019 as known as a performance upgrade and was likewise a Bosch factory replacement for the VJ 4 BR 8, the distributor used on 36 hp powered transporters from July 1954 to May 1959. The 019 is a mechanical advance distributor and shares the same advance curve with its predecessor, providing approximately 8.5 degrees advance at 1600 rpm measured at the distributor, 17 degrees at 3200 rpm at the crankshaft.
The metallic sparkly blue version of the 019 was sold in a kit with blue coil and special plug wires as a performance upgrade known as a Screamer Kit. It retained the same advance curve as the standard version of the 019.
Bosch 050
The 050 distributor has around 28 Degrees of Mechanical Advance and seems to be more popular in the Porsche community than the VW community. It has a smoother advance curve (flatter line on a graph of rpm/degrees advance) and the advance kicks in at around a hundred RPM lower than the 009. This may make it a little more suitable for use in a van.. The "050" also advances to a greater degree, around 26 degrees at ~3100 rpm, while the 009 teeters out at ~2650 RPM with a total advance of about 21 degrees. These numbers are approximate, and will vary between distributors and reference literature.
The 050 uses the same electronic conversions as the 009, so using a Pertronix or Compufire conversions are common.
There apparently are some vacuum advance stock distributors that end in 050. These are not the 050 that are considered "performance" distributors.
Ref:
SVDA Distributor (Single-Vacuum Dual-Advance)
The abbreviation SVDA stands for Single-Vacuum Dual-Advance and technically can be used to describe about 20 stock VW distributors. It is also used to describe the Aircooled.net SVDA which is a Mexibeetle 043-905-205 SVDA with "secret" modifications.
When properly matched with a carburetor, these can be pretty responsive to your engine needs. A prime example is the 34 PICT carb that is set up to run lean to meet the 1971 US emission standards. These tend to have a noticeable flat spot when paired with a 009, but will be much more responsive with properly matched SVDA.
If you have been running an original dual-vacuum distributor on your 71-74 Beetle or 71 Type 2 and you switch to an SVDA, you will need to cap off (plug) the retard vacuum port located on the rear (rear is rear) of the carburetor.
Aircooled.net recommends that their SVDAs are set 28-30 full advance HOSE OFF, and 38-45 total advance hose on. It is important to note that WOT at idle in neutral will give you a different advance than when driving under a load at half throttle.
Aka:
OEM Bosch vacuum-advance 0 231 170 034 Distributor
SVDA 034
Bosch 0 231 170 034
VW 043-905-205
Ref:
043 SVDA
The original 034 was Bosch 0231 170 034 / VW 043-905-205, made in Germany and originally used on the 74 1600DP engine. It was later reintroduced on the Mexican Beetle as the 043-905-205 ZB. It is readily available in the US and other markets. Bruck "of Germany" has a reproduction of these and are made in China. These Chinese knockoffs in the past have had issues with the vacuum canister. As stated above, aircooled.net sells recurved 043 SVDAs with their proprietary modifications
Distributor: VW 043-905-205 ZB, Bosch 0231 170 034 (Mexico)
Can Use: VW 113-905-205AL, Bosch 0231 146 101, VW 043 905 205, 0231 170 034 (German)
Notes: This is the Mexican manufactured version of the original 043 905 205 Distributor, originally used on 1974 Federal Manual Transmission Beetles. This was used on Mexican production Beetles early on before they switched to Electronic Ignition (year periods are unknown, but I believe it was sometime in the 80s). This distributor comes with a Single Vacuum Can is essentially a carbon copy of the original German made model. It uses all of the same components of the original German Distributor except the Condenser as noted below. Timing specs are the same as well and have not changed.
Many feel that this is THE Distributor to use on your stock engine w/Solex 30PICT-3, H30/31PICT Series or 34PICT Series carbureted 1600 Beetle thru 1974 (75-79 w/Carb) & Type 2 1600 thru 1971. It is NOT recommended for use with the 30PICT-1 or 30PICT-2 because the vacuum signal is incorrect for the vacuum assist to work properly. This Distributor is essentially a "009" with a Vacuum Advance Assist to help prevent hesitation in all of those Stop-n-Go situations in city traffic. The Mechanical Advance takes over out on the highway to provide the most excellent Advance Curve in all sorts of engine loads. If you're running an original Dual-Vacuum Distributor on your Beetle 71-74/Type 2 1971 application(s), you will need to cap off the "Retard" Vacuum Port located on the rear of the Carburetor. Available new from a number of VW Parts Suppliers.
Points | 01 011 |
Condenser | 02 054 (German model used 02 074) |
Rotor | 04 033 |
Dust Cover | 039-905-241, Bosch 1230 500 139 > 1230 500 147 |
Cap | 03 010 |
Distributor Cap Clip | 034-905-265, Bosch 1231 251 033 |
Parts Kit (Shims, Washers & Hardware) | 059-998-211, Bosch 1237 010 007 |
Coil | 00 015 (Blue Coil: 00 012) |
Vacuum Can | 07 059 |
Ignition Wires | 09 001 |
Spark Plug | W8AC |
Timing Set At | 7.5deg BTDC @ 800-950rpm w/strobe and w/single vacuum hose disconnected and plugged |
Vacuum Advance/Retard Range: | 8-12deg Adv |
Centrifugal Advance/Retard Range: | 8deg @ 1300rpm, 10deg @ 1600rpm, 15deg @ 2500rpm, 20deg @ 3000rpm, 21deg @ 3500 to 4000rpm |
Ref:
Mallory Distributor
Mallory makes several distributors for VW use. You can get these with or without the vacuum advance and will allow for better timing curves and sometimes greater spark over stock setups.
According to Scott Novak, the stock Bosch distributor cap can only handle about 28,000 volts before crossfire. The stock Mallory small cap can handle about 32,500 volts, which is about 16% higher. A Mallory Comp 9000 distributor cap can handle about 59,000 volts which is 111% more than the Bosch distributor cap.
Magnetos
Magnetos have long been used on aircraft, stationary machinery, motorcycles and marine engines. They allow for spark and electricity without the need for a generator, alternator or battery. The advantage of a magneto ignition is simplicity. Everything is contained in one unit, with no need for a separate electrical system. In the early days of VW aeroengines, a lot of agricultural and industrial engines used magnetos, so the early conversions, including the plans sold to this day, used them. Nowadays, it is virtually unheard of for commonly used engines to use separate magnetos, and they are consequently rather scarce. Plus, they were often quite heavy. They were typically driven from the flywheel end of the engine, via gears or chains, or sometimes a direct coupling. The Ardem, Peacock, RSA and Falconar conversions are typical of this type.
Early US conversions used this type of mag, but they also
used various brands of magnetos that plugged into the existing distributor
hole. Vertex still makes this type of mag. This can lead to a rather
awkward looking installation, as the magneto is taller, wider and heavier
than the stock distributor, and leads to a "beauty bump" in the cowling of
an enclosed engine.
Revmaster seems to have been the first to market an engine with a true
aircraft magneto, initially a Bendix unit with two magnetos from a single
drive, which was mounted to the flywheel end of the crank via a separate
accessory case which also included a permanent magnet alternator.
Competing accessory cases from Diehl and HAPI followed this pattern, but
used smaller and lighter Slick single magnetos, and this has become the
most prevalent form of magneto ignition. Great Plains makes a very light
magneto mount without an accessory case or alternator that is a fine setup
for the lightest, simplest, hand-prop applications.
Magneto ignitions are relatively trouble free, are familiar to most pilots and mechanics, but require the use of shielded aircraft plugs (or special adapters), and the harnesses and the magnetos themselves are relatively expensive. The spark energy also tends to be a little low, and rather narrow gaps must thus be used, which increases the possibility of fouling when compared to other systems.
In VWs, they are sometimes used for "race" applications where you remote start the car and aren't running a generator/alternator or battery.
Magnetos are heavy and do draw their power from the engine.
Vertex Magneto Ignition System for your VW Engine!
Slick 4316 Magneto and M2266 Shielded Harness
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