The Volvo 940 Distributor has been engineered to deliver high-voltage spark to every cylinder at the correct time to provide the engine with smooth starts and consistent power. It does so by linking together a camshaft-driven shaft, a rotor which sweeps a moulded cap, and terminals that pass energy from the coils in the correct firing sequence via plug wires. Spring-loaded centrifugal weights force timing to shift earlier with increased revs, and a vacuum diaphragm provides additional advance in light-throttle cruising to offer better efficiency. During initial manufacturing years, the car applied mechanical breaker points, in which case the spark was generated by the collapsing magnetic field in the coil, and a condenser minimized arcing but did not eliminate progressive wear that required adjustment periodically. Subsequent iterations of the same 940 model reverted to an electronic layout with a toothed reluctor and magnetic or Hall sensor to signal a solid-state module to enable higher coil voltage and eliminate the need to perform regular tune-ups, a change that was made across Volvo lines in the 1990s. The same Distributor cap and rotor applied in many Volvo cars are applied in both styles; therefore, cracked plastic, corroded terminals, sticky advance weights, worn bushings, or a ruptured vacuum canister may continue to cause a hard start, misfire, or low fuel economy. Regardless of the year of production, all 940s have the Distributor in the same location at the back of the cylinder head, and, in that position, allow the rotating shaft to turn the oil pump in some engines. These improvements allow Volvo to lengthen service intervals and provide cleaner operation without losing the familiar ease that has long aided owners in detecting ignition problems.
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