MrJ

OK.. this is odd. I used white paint to mark off spots on the rotor, distributor housing, and intake manifold. Everything should line up.. but it doesn't. I drop the distributor in and every time, the rotor turns about 30 degrees to the right. No matter what I do, I can't get all of the marks to line up. The crankshaft did not move 1 millimeter when I had the distributor out of the car. What could be causing this/

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91 Trans Am WS6
Bright White
5.0 TPI auto
Flowmaster 3" 2 chamber catback
Trans Go shiftkit
2000 stall converter

Built on Wednesday

leirch

Unfortunatly i don't have a clue to what wouuld be causing this unless i saw the car the entire time it was diassembled. I would not worry about it too much. Just set it to TDC and then set the timing again.. its not too hard. Do a search so you can get the procedure.

Brendan

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1987 IROC-Z L98,SuperRam,EB 6085's,LPE 219/219 Roller, Crane 1.6RR, EB TPI Base, 58mm TB, ADS 24#, AFPR, K&N, EB TES, Catco Cat, 3" Borla Cat-Back, Accel cap,rotor,distro/other crap, MSD 6AL, MSD Blaster 3, Aluminum DS, 94 Disk Rear, Adjustable Valve, Precision 3.73 Gears, Sub-Frame Connectors, Hotchkis Lower Control Arms, KYB Shocks/Struts, Suspension Techniques Lowering Springs, Polyurethan Bushings all over the place, Moog Upper/Lower Ball joints and Tie Rods ends/Idler Arm,

To see the ROC, Check out the webpage Here

Vader

Mr. J,

The crankshaft may not have moved, but the oil pump drive shaft will invariably move when you remove the distributor. If you notice the helical design of the cam and distributor gears, you'll realize that as the distributor is lifted from its seat it MUST turn several degrees until the driven gear is free of the cam gear. As the distributor is lifted and turns, and while the oil pump drive shaft is still engaged with the distributor shaft, the oil pump shaft will be turned a few degrees as well. Because of this, lining up the distributor with the oil pump drive can be deceiving. You must install the distributor with the rotor slightly retarded from its normal position so that it will advance into the proper position when it is seated. Since the oil pump shaft will be engaged somewhere between the point where the cam gear is engaged and the distributor is seated, the relationship of the oil pump drive to the distributor and cam can appear to have "moved" while the engine was never disturbed at all. You'll need to retard the rotor position and coax the oil pump drive shaft at the same time, and several attempts may be necessary to aloow the distributor to "drop" back into place.

If you are certain the distributor position is correct in relation to the cam, you can move the crankshaft by hand to align the distributor with the oil pump shaft, whereupon the distributor usually falls right into place under its own weight.

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Later,
Vader
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"I'm'a do Things My Way - It's My way or the Highway."
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MTCAMARO

iTrader: (1)

Did you notice that the distributor gear has a ***** to it?Because of this ,you have to start the rotor at about 2-1/4 inches to the right of where you want your mark to end up.Also ,make sure your oil pump drive slot is positioned right,or else the distributor won't go all the way down.I always try to get things lined up to the #1 terminal,your rotor should start in about 3-4 o'clock position,oil pump drive slot about the same.Timing mark should be about 8 degrees adv.position on the compression stroke.Hope this helps.