Originally Posted by neals80
Jeep Hammer this pic was done before I Teamrushed my I6 followed your website info to the word and it took 30 min...I rep ( my job) Bostik sealants who owns the real Never SEEZE..so I used that as well as an extra ground off the Ign Module....My question is where 1 cylinder is located....almost 180 out...the PO recently installed a new Long Block and moved the Dist......It runs great where it is...Your thoughts and Thank You again for all your help and knowledge that is very simple to understand....
Your distributor is 3 holes out.
Your vacuum advance should be pointing at the front of the engine block,
And your rotor should be pointing at the pivot point for the vacuum advance when the distributor is fully installed.
Like this when correctly installed...
Here is one thing you might not know...
The distributor DOES NOT CARE where you place it in rotation.
It simply triggers three times in any given rotation of the crankshaft.
TO SET YOUR DISTRIBUTOR IN THE CORRECT LOCATION...
FIND COMPRESSION STROKE of the #1 (Front) Cylinder.
Take the spark plug out, turn the engine over BY HAND, CLOCKWISE, until you feel the pressure start to build in the cylinder.
DON'T USE THE STARTER TO 'BUMP' THE ENGINE!
With the spark plug out, the momentum of the crankshaft and starter/flywheel will carry the crank right past the compression stroke!
ROTATE BY HAND!
Once the compression stroke starts,
Take a breath, then find yourself a chop stick from the local 'Oriental' restaurant, and use that IN THE SPARK PLUG HOLE to feel for the cylinder coming up.
When you feel the top of the piston coming up, go slow with turning the crankshaft...
You want to find the point where the piston is at TOP DEAD CENTER.
The farthest up it will go!
Now, You have just VERIFIED TDC of #1 On COMPRESSION STROKE with nothing more than a spark plug socket, a chop stick and a wrench to turn the crankshaft bolt.
Older engines, you can just grab the lower pulley with your hands and turn the crank!
You have VERIFIED COMPRESSION STROKE,
You have VERIFIED TDC of #1,
It's time to have a look at the harmonic balancer and see if the mark on it lines up with timing marks on the front cover.
It should be VERY CLOSE to the ZERO degree mark.
If it's NOT, the balancer is shot!
Move to the distributor.
Locate the #1 on the distributor cap.
That is were the #1 plug wire should be located.
If it's not, you have a problem...
Not a big problem, but a problem...
Unbolt the distributor, and move the housing around so it looks like then one in the picture, with the vacuum advance nipple pointing at the front of the engine block...
Lift the distributor until the distributor gear clears the camshaft gear, and the rotor turns freely.
This would be a GREAT time for a new distributor gasket!... But you don't have to lift the distributor completely out of the engine if you aren't changing gaskets...
If you are not comfortable with that, then don't do it...
When you have the rotor pointing like the one in the picture,
You need to turn the rotor BACKWARDS (COUNTER-CLOCKWISE) about 1 cap terminal space, to 1.5 cap terminal spaces,
Then drop the distributor back down on the camshaft.
As the gears engage, you will notice the rotor turning.
Your distributor probably won't drop all the way back in place.
THIS IS NORMAL!
It's the oil pump not lining up with the distributor shaft, and it happens to everybody.
WHERE YOU GET INTO TROUBLE IS...
TURNING THE DISTRIBUTOR SHAFT TO MAKE THE DISTRIBUTOR DROP INTO PLACE!
Do it the other way around!
TURN THE ENGINE OVER TWO FULL REVOLUTIONS
and come back to TDC mark on the balancer now that you VERIFIED it's correct.
DO NOT TURN JUST ONCE, or turn until the distributor drops!
You MUST turn the engine over TWO FULL REVOLUTIONS.
You CAN use the starter for this! BUT make sure you keep track of how many turns you go!
When you have two full
You felt the compression as the engine stopped turning,
The balancer mark is back at 'ZERO' on the scale,
The distributor should be fully seated on the block,
and the rotor should be pointing at the pivot point on the vacuum advance like the one in the picture...
*IF* the rotor is pointing at the pivot arm, the vacuum advance nipple is pointing at the front of the engine, (like in the picture),
The balancer mark is at 'Zero' (more or less)...
You are ready to move your firing order around to it's proper location and you are done (Don't forget to time the engine, and lock the distributor down!)
*IF* The rotor is pointing AWAY from the pivot point on the vacuum advance arm... (And this is actually pretty common for guys that use the starter instead of turning the engine by hand)
You only turned the engine ONCE, or you turned the engine THREE revolutions instead of EXACTLY TWO REVOLUTIONS.
This means you need to locate COMPRESSION of #1 CYLINDER AGAIN, LOCATE TDC AGAIN, LIFT THE DISTRIBUTOR, AND RESET THE DISTRIBUTOR.
*IF* The distributor dropped into place, but the rotor nose a about half a space one way or the other of the vacuum advance pivot point.
You turned the rotor too little or too much before dropping the distributor.
You are already at Compression TDC of #1, so just lift the distributor, adjust the rotor nose counter clockwise (adjusting for what you just saw) and try to drop it on the correct spot on the cam gear again...
Keep in mind you WILL have to turn the crankshaft TWO MORE TIMES with each try if the distributor doesn't drop down to the block when installed...
(and it usually won't!)
Once your distributor & rotor look like the ones in the picture, you are just a few degrees off in timing, so you MUST time the engine when done!
AND DON'T FORGET TO MOVE THE PLUG WIRES AROUND SO THE #1PLUG WIRE IS ON THE #1 TERMINAL, AND CORRECT THE REST OF THE FIRING ORDER...
Also, forgetting to tighten the distributor clamp down is common, so remember that.
This procedure will give you,
VERIFICATION of COMPRESSION STROKE.
VERIFICATION of TDC
VERIFICATION your balancer isn't shot (yet).
VERIFICATION that your distributor is correctly placed.
It's the ROTOR/PLUG WIRE relationship that cares where things go!
Since the gear on the distributor is 'Spiral' cut, the rotor is going to try and turn as the distributor drops into place, so remember to turn the rotor nose 1 to 1.5 spaces COUNTER CLOCK WISE before you start to drop it on the camshaft gear...
That way it will be in the correct location when the distributor drops fully in place (Directly down) on the oil pump shaft...