Thread: 86" 2.0l Distributor rotation?

Originally Posted by cjc_td5

Hi All.
When adjusting the timing by rotating the distributor I can only get to approximately the right timing when advancing the timing (rotating clockwise) before the vacuum advance tube & housing fouls on the rocker cover. The engine runs OK but appears severely down on power, and I would like to see if advancing the timing improves this. Can the distributor shaft be rotated to engage another tooth around on its drive gear so that the whole distributor housing can be rotated anti-clockwise a bit? How much surgery is involved?

Chris

Should be a piece of cake, Mark the dizzy and block so you know roughly were you are, undo the nut and clamp, gently pull the dizzy out you may need to turn the harmonic balancer slightly to disengage the teeth. And put the dizzy back in were desired, again you may need to turn the HB to allow the dizzy to slot back in.
It's pretty easy to do just depends on what in the way of getting the dizzy out.
Don't turn the engine over with the dissy out otherwise you will have to find TDC again which is easy anyway.

Good luck mate

Cheers Jim

Originally Posted by LRJim

Should be a piece of cake, Mark the dizzy and block so you know roughly were you are, undo the nut and clamp, gently pull the dizzy out you may need to turn the harmonic balancer slightly to disengage the teeth. And put the dizzy back in were desired, again you may need to turn the HB to allow the dizzy to slot back in.
It's pretty easy to do just depends on what in the way of getting the dizzy out.
Don't turn the engine over with the dissy out otherwise you will have to find TDC again which is easy anyway.

Good luck mate

Cheers Jim

Thanks Jim.
I understand that the same drive gear off the camshaft drives a shaft down to the oil pump? I was most worried about disturbing this when playing with the dizzy shaft.
Chris.

All done. Not quite as simple as Jim said but done anyway.
After removing the dizzy, remove the side plate and remove the lock tab and hollow bolt to enable the distributor assembly to be slid up and out. The shaft can then be lifted up out of the gear mesh and rotated anticlockwise the required displacement and dropped back in again. I then had to turn the engine over to ensure that the shaft reengaged with the shaft down to the oil pump. This was confirmed with my oil pressure gauge showing pressure at cranking speed. This of course meant that I lost the timing so I had to find TDC etc to align the distributor and get the timing. Anyway started first kick and I now have room to finesse the timing and try to milk a few more neddies out of it.....

Cheers,
Chris

Originally Posted by cjc_td5

All done. Not quite as simple as Jim said but done anyway.
After removing the dizzy, remove the side plate and remove the lock tab and hollow bolt to enable the distributor assembly to be slid up and out. The shaft can then be lifted up out of the gear mesh and rotated anticlockwise the required displacement and dropped back in again. I then had to turn the engine over to ensure that the shaft reengaged with the shaft down to the oil pump. This was confirmed with my oil pressure gauge showing pressure at cranking speed. This of course meant that I lost the timing so I had to find TDC etc to align the distributor and get the timing. Anyway started first kick and I now have room to finesse the timing and try to milk a few more neddies out of it.....

Cheers,
Chris

Glad you got it sorted mate, sorry I was ment to get back to you about the drive gear I got distracted by the wife! I was hoping one of the s1 guys would have followed it up. At least you've done it now withought a drama by the sounds, you will be a pro at it next time!
Cheers Jim

Thank you, thank you!!

I have the same interference problem, now I know how to fix it.

So the oil pump gear is not a part of the shaft? the shaft is splined and removable?