Installing distributor

[Anonymous]

This maybe a dumb question but it's been awhile since I've put on a distributor that I hadn't just marked and put right back in the same position it came out. I just had my engine rebuilt and I'm ready to install the distributor. It's a different distributor so my question is what's the trick to putting it in. I know it can't be as simple as just sliding it into the location where the other one sat? Thanks for any advise.

 

[Stubby]

1 I find the compression stroke, usually by turning the engine with the plugs removed and my thumb on, not in the sparkplug hole. A small finger can reach far enough to get in the way of the piston. Or you can watch the intake rocker arm and when it closes the piston is starting up on the compression stroke.

2 Bring the piston up to whatever you want your initial timing set on. If you plan to run it at say 12 degrees stop at 12 degrees before TDC.

3 Put the cap on the dist and mark the outside of the dist where the #1 plug wire lines up. Remove the cap and turn the rotor to line up with the mark then turn it clockwise about half way between that mark and where the next plug wire would be.

4 Stab the dist in the block with the vac adv positioned so you have room to adjust the timing. When you stab the dist the rotor will turn counter clockwise and the dist will probably not go all the way down. If the dist goes all the way down you either left the oil pump drive shaft out or you are lucky and you should buy a lotto ticket. If I stab a dist and it drops all the way down I always pull it back out and look for the oil pump drive shaft. If you are lucky go to step 8

5 This is where most people start having problems. The reason the dist won't go down is because the oil pump drive shaft has six sides and the gear has fourteen teeth so they don't align easily especialy on a new engine. As the dist goes down the gear on it will mesh with the cam and it turns the shaft untill the shaft gets to the oil pump drive whitch probably isn't aligned with it.

6 At this point you can do several things. You can try turning the oil pump with a socket a little bit and try to stab it again and repeat till it works.

7 I like to hold the dist down gently and turn the engine with a socket and the dist will drop on down when the shaft aligns with the pump. I then turn the crankshaft two revolutions to get back to the compression stroke and stop on the desired setting. If the dist will not align with #1 and still have room to adjust the timing (able to turn the base both directions) pick the dist up and turn the appropriate amount and work your way back to this point.

8 With the dist at #1 look at the position of the reluctor ring and the pickup in the dist. The reluctor ring has 6 points and the pickup has a little flat piece in the center. They should be aligned pretty close.

9 The dist turns clockwise on the small six so turn the base of the dist clockwise until the pickup is past the point on the reluctor ring and turn it back (counter clockwise) until aligns as cloe as possible and tighten it down.

By setting the timing mark at the desired setting it will be close enough to run the engine in and break in the cam without worying about the timing.

If this doesn't work or you don't understand any step PM me a phone # and I will call and help.

 

[addo]

First you want your motor at TDC, compression stroke for #1 cylinder. Then rotate the crank BACKWARDS until the timing pointer lines up at 10 degrees advance.

Identify #1 plug terminal on the distributor cap. Transfer that accurately to a mark on the side of your distributor body. Remove the cap and leave the rotor on. Rotate the driven gear so the rotor tip lines up with your mark on the outside of the distributor body.

Confirm the oil pump drive shaft is installed. Have you primed the motor by spinning it? Is there supposed to be an O-ring or gasket sealing the distributor under it's hold-down area?

Now the trick is to slip the distributor back into mesh. Keeping the rotor aligned with that mark you made, carefully and confidently manoevre the distributor back into the hole, to engage with the drive shaft and then mesh with the cam's drive gear. It may help to have a friend jiggle the crank back and forth a few degrees.

When it's in, check that the alignment with your timing pointer and rotor button has been preserved. Also confirm that in this position you can connect the vacuum lines and wires to everything.

If it's a points dizzy, now turn the distributor body to fully open the points and adjust your gap. Turn it back to alignment again and you're roughly set for startup. Clamp the unit down, fit the cap and leads and it's done.

Regards, Adam.

Edit: Stubby said almost exactly the same, at the same time - beat me by a nose!

 

[Stubby]

Stubby didn't cover it all. I left out things like making sure the dampener hasn't slipped and finding true TDC.

 

[cfmustang]

Makeing sure the TDC on the damper is correct is a biggie! Trust me!

If it isn't you can fiddle with the timing forever trying to get it dialed in.

 

[Anonymous]

Thanks guys, knew there was a little more to it ......All great info!