Ignition Issues

[Big O]

So without going into the whole sad story on why this is where it is, I'm just going to jump to my question. Assuming you're re-installing a distributor (original) and you don't have any orientation/location mark on the distributor to where number 1 was, I need to start from scratch to re-install this one. It's a 1972 Dodge Charger 440RB, my understanding is the distributor is a CCW rotation, firing order 1-8-4-3-6-5-7-2 and that the orientation should be with the rotor pointing to #1 which would be about in the 5:00 position and plug wires #1 & 8 straddling one of the distributor clip(s) which would be about 4:00. That said, if you rotate the engine to where the mark on the damper is in line with hole on the timing plate, you would be at TDC? If so, then #1 piston should be up to the top and you should be able to insert a piece of wire or something and feel that it's in that position?

Assuming this is all correct, then I should be able to re-install the distributor with the rotor cap pointing at #1 plug wire on cap and car should fire and then reset timing. Is this all correct or am I missing the boat big time here? Ignition is a weak area for me.

 

[Fran Blacker]

Number 1 cyl at TDC could be on exhaust stroke. Finger over spark plug hole to feel that cyl is on compression stroke. Distributor drive gear slot should be parallel to crank.

 

[Wietse]

All said is correct, although when the cyl #1 is at TDC it can be on compression stroke or exhaust stroke.
As Fran already stated, take the plug out and crank it by hand and keep your finger on the plug hole, when you see the timing mark moving towards the correct point your finger will be blown off the hole due to pressure, then you know you are at the compression stroke. (if not, crank another turn)

Distributor drive gear slot should be parallel to crank.

Although this is true, you can not make the assumption it is installed that way, always check when at TDC and you know you are on compression stroke.
Then check if the slot is parallel to the crank shaft, then everything is in the right place.

 

[beanhead]

And more than likely, if you get it to fire up timed at TDC it'll run like dirty poo until you get the distributor advanced some. The final setting depends on your particular engine build, but I like to 'static time' the engine which makes it much easier to get started--
When the compression blows your finger off the hole as #1 comes up, stop turning the engine before it reaches 0/TDC on the damper. Stop it when the tab lines up with somewhere around the 10-15 BTDC mark on the damper. Then drop the distributor in, in the position that gives your vacuum advance canister (if equipped) adequate clearance. The factory position has it pointed toward the driver side of the engine. Install the rotor, and twist the distributor housing until the rotor is pointing directly at the center of the closest plug tower on the cap. (I put the cap on, and mark the exact center of the #1 tower down on the distributor base so I know where to aim the rotor with the cap off). It *should* be as you say, approximately 4-5 o'clock. As long as you've verified that you're on the #1 compression stroke, that part really doesn't matter though; just note that whichever tower it lines up with is now your #1, and connect the plug wires from there in the proper firing order which you correctly listed earlier. Let us know how it goes!

 

[Big O]

Guys, this is all great information and much appreciated. Sometimes when you've had a rough few days with the car, you need to step away and regroup which I will with what you've shared. Early next week I'll get back on it with these thoughts and let you know how it goes. Excited to be a part of this forum. I need to go back and do an intro on the welcome wagon thread. Thanks!!!

 

[Rusty 72]

Don't do what I had mistakenly done either and assume it was 1234 on the passenger side and 5678 on the drivers side.
My brain was in Ford mode...sadly...