Volkswagen Ignition

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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:

Old Volks Home

Wolfsburg West

 

 


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:

Making The Solex 34 PICT-3 work with the Bosch 009

How to Make an 009

 

 


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:

010 Distributor

 

 


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.

 

Distributor: Bosch 9230 081 050
Points: 9232 081 044 (Can use 01 030)
Condensor: 9231 081 465 (Can use 02 086)
Rotor: 9231 081 628
Cap: 9 231 081 413
Coil: 6 Volt - 00 016, 12 Volt - 00 012

 

There apparently are some vacuum advance stock distributors that end in 050.  These are not the 050 that are considered "performance" distributors.

 

Ref:

"050" Distributor Reviewed

050 Distributor

 

 


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:

Hot-Spark

 

 


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:

DizzyCurvesVac.gif

DizzyCurves.gif

CB Performance

 

 


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.

 

The Samba - Ignition Talk

 

 


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

Vertex Magneto

 

 


 

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