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The order is 1-8-4-3-6-5-7-2 in the clockwise direction looking down at the top of the distributor. But, the #1 plug wire can be made to work in ANY one of the available positions. Also, there are some camshafts that are made with a 1-8-7-3-6-5-4-2 order (supposed to run a bit smoother and make a smidgen more power).
To know where the #1 plug wire should be placed, find the compression stroke TDC for the left-front cylinder and see where the distributor rotor points. The #1 plug wire should be placed in that [respective] location on the distributor cap.
The order is 1-8-4-3-6-5-7-2 in the clockwise direction looking down at the top of the distributor. But, the #1 plug wire can be made to work in ANY one of the available positions. Also, there are some camshafts that are made with a 1-8-7-3-6-5-4-2 order (supposed to run a bit smoother and make a smidgen more power).
To know where the #1 plug wire should be placed, find the compression stroke TDC for the left-front cylinder and see where the distributor rotor points. The #1 plug wire should be placed in that [respective] location on the distributor cap.
I never heard that, and not saying you are wrong, just wondering how that would play out with the timing in regaurds to the crank position?
If you are building a perfectly built big block engine and have a single plane intake matched perfect to the heads you may gain a few ponies across the board.
I have never heard any evidence of power gain for a 350ci small block chevy.
From: At my Bar drinking and wrenching in Lafayette Colorado
Originally Posted by hardlanding
I never heard that, and not saying you are wrong, just wondering how that would play out with the timing in regaurds to the crank position?
You have to have a 7-4 swap cam in order to do this - you can't just swap the plug wires. I'm running a 7/4 swap cam in my 407 '64, and it runs exceptionally well. I've written the new firing order on my intake manifold so I don't forget about it when I do my valve lash setp: thumbs: