The Stovebolt Site Forums The Shop Area Engine Shop distributor/timing problem

My 65 chevy 230 six has what I think is a timing problem.I just installed a Pertronix ignition and coil. When installing the kit I had removed the distributor (I know, I know--why did I do that!)to make installation easier. When I went to reinstall the distributor, I followed the manuals direction-top dead center with the rotor pointing toward the #1 spark plug wire on the dist. cap.Now my engine will crank but not start. After removing/installing for 2 hours this weekend the best I got was running for 3-5 seconds then dying.Am I doing something wrong? HELP!!

63, are you setting the #1 cylinder at Top Dead Center before you install the distributor? Mike

Thanks for the fast reply. I am setting the #1cylinder to tdc. Could the gears on the distributor/cam be off a few?

What was the relative position when you took it out? Was #1 at TDC and the rotor pointing at #1? If it was then it should go back in the same way.

The problem is that even though the engine was at top dead center when the distributor was removed, the engine was turned when the distributor was out,thus making it next to impossible to set it back in the way it came. I had to turn the front of the crank with a long socket and set the engine manually at tdc. That's why I think I may have installed the distributor off a little. Anybody else ever come across this? Any tips would help a lot.

To get to where #1 is neat TDC. Remove all the spark plugs, you should be able to turn the engine by hand using the fan blade or water pump. Hold your finger over the #1 cylinder, when you feel the pressure about to blow your finger off, you're getting close. Then turn the engine until the timing marks are aligned. Now you should be able to reset the distributor. Hopefully you marked the position of the housing to the block, cuz I don't know how to set that without points in the distributor.

Check what Fred mentioned and before you do anything else, check to see if you are at least getting spark.You may have the distributor in correctly and just not getting fire to the plugs.Check for fire at the plugs and proceed from there.

I checked last night and I am getting spark at all the spark plugs. I'm really starting to feel the distributor is in wrong, at least off a little. Thanks for all the input so far.

A friend of mine told me that since I've probably flooded the engine a couple of times since trying to start this monster, the spark plugs could be too fouled to carry spark. I'm going to install new plugs and let you guys know if that helps.

Flooding will not foul the plugs to the point where they need replacement. I'm assuming you put in new plugs with the Pertronix, or they were in in good shape to start with. Best way to clean gas soaked plugs is to let them dry, either by setting out or blowing dry. They will even dry in the cylinder after an hour or two.

With the dist out and the engine turned from its orig position the only way to make sure you will fire on one and not six after you have dropped in the dist is to take off the valve cover and remove the plugs. That done if you have a 216 or 235 engine slowly turn over the engine by hand and between watching the action of the valves and the pointer on the flywheel you can be assured you are firing on one. For example: As you turn the engine over watch the intake valve (second valve from the front), when it comes to rest you are set to fire on #1 plug. STOP. Do this a couple of times with a friend's finger over the #1 plug hole to confirm. The pointer on the flywheel should also be visible as you sneak up on #1. NEXT: Look down the hole where you yanked the dist. You will see a slot that is where the end of the dist fits. IMPORTANT: If the slot is not parallel with the block take a long screwdriver and put in the hole turn the slot til it is parallel. NEXT: Take the dist and turn the dist til the grease cap thing on the side is about 8 o'clock. Does not matter if its a.m. or p.m. ha ha. Oh well. Put the rotor on the shaft and turn the rotor til it points to about 7 o'clock. Look at the end of the dist where it fits in the slot. Then look down the hole and slowly put the dist in. When it starts to bottom out try to remember the relative positions of the slot to the dist and slowly turn the rotor not the dist til it bottoms out. You know you are in when you can put the bolt in by the octane selector. NOTE: After you get the dist in and the bolt started move the octane selector to zero and tighten the bolt.If the dist is seated correctly the octane selector will be flat against the block. Timing is another story. Let us know if you need help.
Tim

63J, 52PU has the right idea and a pretty good description. Since you have a 230, your engine will be slightly different. What most people do not understand is that the timing marks line up twice---TDC on compression, and TDC on Exhaust. If you are going to TDC without verifying that it is on compression, your spark will be 180 degrees out of time.
Line up the timing marks by cranking the engine with #1 plug out. Put your finger over the plug hole. When you feel compression, you know it in the correct spot.
Also, when the distributor is installed, it (the shaft) will turn a little. If you need the rotor tip to point to the 3 o'clock position, then you would line up the rotor to about 2 or 2:30 BEFORE you lower it into the engine. If you are off by one gear tooth the engine will run, but not well. Sounds like you had it close. Try again, it's really not that difficult.
Good luck

Per-chance did you make sure the firing order in the proper clock-wise direction 1,5,3,6,2,4(too young,too old,just right )

Luke, you mean 153624: 15 is too young, 36 is too old and 24 is just right

Man I must have been tired when I wrote thatI beter go correct it