I know this sounds crazy, but I'm almost done with this SuperRam project, and I can't find a diagram anywhere about the numbering of the pegs of the distributor for spark plug wires and then which lengnth of wire to use to which spark plugs. I of couse know how the cylindars are numbered on a 350 but...

Can someone point me in the right direction?

TIA,
Shayne

 

OK, at least I found the firing order. 18436572. Now if someone would be kind enough to point out which is #1 on the distributor cap, I'd be set!

Thanks.
Shayne

 

Let's make this maybe even a little easier. Here is a photo of the top of my distributor cap. I put a little red number '1' on the post that might be it.

Will the real #1 please stand up? :D I realize they don't go 1-8 around the dial and that they follow the firing order. Thanks!




[Modified by sspackman, 12:10 AM 7/8/2003]

 

Shayne # 1 is one plug to the left of your red dot.

 

<BLOCKQUOTE>code:<HR><PRE>
Rear of car
6 5
3 7
4 2
8 1
Front of car
</PRE>[/QUOTE]

 

:iagree:

I am shure you alraedy know this but you need to aling the rotor up with the #1 plug with the motor at TDC when you drop the distributor in ( another word the rotor should be pointing at the caps #1 after the distributor is installed with the motor @ TDC ( if you dont pull the valve cover to see if #1 is at TDC compersion then you may end up 180 out).

 

Follow the routing of his plug wires as you go with the firing order. As long as his rotor is pointing at his red dot at TDC, he is good to go, but 4, 3, and 2 seen to be heading to the wrong sides.


[Modified by arbee, 3:17 PM 7/8/2003]

 

I do not have a manual at work, but aren't #7 location and #2 location always seperated by the electrical connections?

 

Distributor numbering is not important to the operation. You could choose a peg at the back and designate it as #1 if you wanted to. The only thing important is that the rotor points to #1 tower when #1 piston is at TDC after the compression stroke, and you follow the firing order when hooking up the remaining spark plugs.

 

OK, I got TDC figured out and pointed the rotor at it, but as soon as I started the car antifreeze is flying everywhere. Don't know where it's coming from yet, but it looks like I have some holes to plug.

Thanks for the help guys!
Shayne :cheers:

 

Found it! Forgot to plug in that bloody like that goes right underneath the throttle body. It was shootin' like crazy! But it was actually hard to tell where it was coming from since it was running clear down the intake before dripping underneath the car!

 

Woo hoo!! One thing at a time. :D

 

What would happen if you plugged in your distributor at BDC instead of TDC? My guess is that the rotor would be facing 180* the opposite plug that it should so it wouldn't start at all... Am I right?

 

I assume you mean "Bottom dead centre." No. You would be out 90 degrees on the rotor. Irregardless, the car would not start.

 

Keep in mind that the camshaft & distributor turn 1/2 the speed of the crankshaft. That is why you would be off 90* and not 180*.

 

But isn't there a BDC on both compression and exhaust strokes? If (because the questioner never stated) he meant TDC on Compression and BDC on exhaust, then it could be 180°, meaning #6 was at TDC compression, no? I know, stupid comment, but sometimes it's important to be clear and say what you mean.

 

 

#1 piston and #6 piston are always in the same position in their travel(although not the same part of the cycle) so no matter how you slice it, if you talk about BDC, it is 90 degrees out of sequence.(or 270 degrees, depending on how you look at it.)

 

first lets get something strait, theres two kinds of timing cam timing, the relationship of when the valves open and close relative to the pistons location at TDC and BDC and ignition timing which is the point at which the spark plugs fire in relation to the pistons position at TDC on the compression stroke.
cam timeing in the standard chevy V8 is set/locked in when the cam is installed and the relative timing of that cams lobe duration ,lift and LSA are set when the cam is ground/manufactured
ignition timing
http://www.centuryperformance.com/timing.htm

http://www.centuryperformance.com/vacuum.htm

http://www.boyleworks.com/ta400/psp/distcurve.html (pontiac but info the same for chevy)

http://www.73-87.com/garage/101s.htm

http://www.73-87.com/garage/hei.htm

here read this also www.victorylibrary.com/mopar/cam-tech-c.htm"
www.victorylibrary.com/mopar/cam-tech-c.htm http://64.90.9.168/cranecams/pdf/276g.pdf" http://64.90.9.168/cranecams/pdf/276g.pdf http://www.msdignition.com/

how come its 180 degs out of phase? I get this question all the time, well heres something I see lots of guys don,t understand,ONCE YOUVE INSTALLED A CAM WITH THE TIMEING MARKS YOU MUST ROTATE THE CRANK 360 DEGRESS BEFORE DROPPING IN THE DISTRIBUTOR
... while its true that if the
timeing marks are possitioned so the crank is at 12 o,clock and the cam gear
is at 6 o,clock that the cam lobes will be in the possition that fires #6
cylinder that HAS NO EFFECT AT ALL (on finding TDC,) for aligning the degree wheel with TDC,or THE timeing tab pointer, for degreeing in the cam, the piston passes thru
TDC TWICE in every fireing cycle once on the fireing/power stroke and once
on the exhaust stroke, the cam rotates at exactly 1/2 the speed of the crank
so to make it easy to line up the marks they install it with the marks at
the closest point 6/12 for easy indexing, rotate the engine 360 degrees to
the #1 TDC power stroke and the crank gear will still be at 12 oclock 12/12
but the cam will be at 12 o,clock also, rotate another 360 degrees and your
back where you started. its simply easier to index the cam at the point
where the index marks align closely. look at how the cam lobes themselfs
open the valves when the cam is just installed the #1 cylinder valves are
slightly open and the #6 are closed
per "Lunati"
""YES YOU ARE RIGHT - WHEN CRANK IS AT TWELVE AND CAM IS AT SIX THEN #6 CYL IS FIRING
AFTER YOU LINE UP YOUR MARKS AND INSTALL GEAR THEN ROTATE YOUR CRANK ONE REVOLUTION AND THEN DROP THE DIST. IN - AT THAT POINT #1 IS FIRING""

cam timing
Explanation of Crankshaft timing marks:
0 - Indicates standard cam timing
A - Advances the cam timing 4°
R - Retards the cam timing 4°

 

Yes, you guys are right. I don't know where my head was at. Apologies. For the rotor to be out 180°, #1 would still have to be at TDC, just the other stroke. Fair enough.