Hey Mr. E,
Was aware of the second Bolt&Slot. BUT, it appeared at first that it wasn't accessible without taking the Distributor completely out of the Engine Bay. But upon inspection of the OLD Points&Condenser Distributor that is here, the Bolt MAY not be as tough to get to as previously thought.

Am going to see if a wrench can be gotten onto it, and IF it can, and IF it can be loosened, will be able to adjust the Distributor without taking it off.

Anyway, thanks for the reminder. Appreciate your response and suggestion.

Be well.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Mark,
If you have any interest in reading about the entire project, the journal of this renovation can be found here:

http://www.dodgetalk.com/forums/showthread.php?t=275562

And here:

http://www.dodgetalk.com/forums/showthread.php?t=352735
I know EXACTLY what you mean. There have been a bunch of them hanging around for the past four years.
Hopefully.
Hopefully.
It's going to turn out to be something VERY esoteric.
The trick will be to recognize it when it does. It may already be obvious. You know, "hiding in plain sight". We will see.
Actually, this is a hobby/pass time and am under no deadline. Though it would be nice to have Lorrie be as reliable as she had been since 1975 when she first came to live with me. We've just gotten old together.
I appreciate your encouragement.

Am going to be doing the reassembly of everything that was disassembled yesterday. Hopefully it will get done today. Will, of course, be posting updates as progress occurs.

Again, thanks for the response.

Hope you are well.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Mr. DI,
When Lorrie deigned to run, the Idle Mixture Screw was adjusted. The BEST Idle came at 1-1/2 Turns out from being lightly seated. Started at 1-1/4 Turns out, went to 1-1/2 Turns and the idle got better. Went to 1-3/4 Turns and the idle got worse. Went back to 1-1/2 and the idle got better. Went to 1-1/4 again and the idle got worse. Went back to 1-1/2 turns and it got better. Called it good.

Once Lorrie is running again, will be doing this same routine. May get another setting once the timing is all adjusted. As you WELL know, all this adjusting changes with each and every thing that is done.
Right.
Alright. I have a Shop Manual, but couldn't find any reference to the Fast Idle Speed. And someone offered the suggestion to make it 50% faster than Hot Engine Idle Speed. So I added 225 RPM to 550 RPM and got 775 RPM, which when it was being adjusted got rounded off to 800 RPM because it was easier to see on the Actron Dwell/Tachometer/Volt Meter. But will set it up to 1,400 RPM as soon as Lorrie is running again, and all the adjustments are being made.
That sounds pretty much like the value at which it is already set.
Alright.

QUESTION: Is TDC where the Rotor's LEADING EDGE is EXACTLY even with the Distributor Contact's LEADING EDGE? Or is TDC where the Rotor is EXACTLY even with the Distributors Contact, i.e. The Rotor's TRAILING EDGE is EXACTLY even with the Distributor Contact's LEADING EDGE and the Rotor's LEADING EDGE is EXACTLY even with the Distributor Contact's TRAILING EDGE?

It is understood that all this will change once the Engine is up&running and the Timing Light is used to set the TDC, but the above question is about where to set it right NOW, as a preliminary set up.
Alright. Actually, when Lorrie has deigned to start, she fires up and just settles into whatever idle the Carburetor happens to have. She isn't finicky about it. When she RUNS, she is just a BIG, GENTLE old thing.
Alright. That will happen with the Timing light. Looking at the ORIGINAL Timing Tab on the Front of the Engine, it appears that about 1/2" is 5 degrees. Will do a more careful measurement than that, and transfer the distance to the NEW Timing Tab on the Bottom of the Engine. A NEW Timing Tab and NEW Damper Timing Mark has been installed because when the Radiator is in place, the ORIGINAL Timing Tab and Damper Timing Mark are not able to be seen.
Thanks. And thank you for taking the time to assist. It is GREATLY appreciated.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey All,
Saturday Morning Update:

Am just taking a break.

Already this morning have:

Rotated the Distributor CLOCKWISE by loosening the Bolt that screws into the underside of the Distributor.

The Number 1 Tower is now just ahead of the Rotor Tip.

Adjustment is made by loosening the Hold Down Bolt that goes into the Block and turning the Distributor COUNTER CLOCKWISE.

Reinstalled the Radiator.

Reinstalled the Top Radiator Hose.

Reinstalled the Front Bumper.

Am going to be going back out and connect the Transmission Cooling Hosed, and Bottom Radiator Hose.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Rotating the distributor clockwise will retard the timing. I think you should advance the timing, myself.

_________________
Casually looking for a Clifford hyperpak intake for cheap.

This is correct, the rotor spins clockwise when the engine is running, so to advance the base timing the body needs to rotate counter clockwise.

-D.Idiot

Hey Reed,
YOW! Am I ever messed up when it comes to understanding this. Please bear with me. This NEEDS to be understood correctly.

Permit me to describe the situation as it presently stands:

The Distributor Hold Down Slot is turned as far CLOCKWISE as it will go.

It is there because that is the position that the OLD Points&Condenser Distributor was in when it was removed to make way for the NOS Mopar Electronic Distributor.

The Electronic Distributor was installed in EXACTLY the same position.

The Timing Mark on the Damper is EXACTLY at the TDC Mark on the Timing Tab, so we can assume that Number 1 Piston is at TDC.

The Rotor's leading edge appears to be right in the center of Tower Number 1's Distributor "Contact".

[BTW, what is PROPER NAME for the six Brass pieces inside the Distributor Cap that receive the spark from the Rotor Tip?

At this point, let us assume that we are going to do a complete ORIGINAL installation of a NEW Electronic Distributor.

Where should the Bolt that goes into the Bottom of the Distributor be in relation to the Slot that it is in?

Where should the Hold Down Bolt that goes into the Block be in relation to the Slot that it is in?

Where should the Rotor be in relation to the Number 1 Distributor Contact?

Where should the Reluctor Tooth be in relation to the Pick-up?

What is Correct&Proper way to set up the Electronic Distributor in preparation for the installation?

Lorrie is PRESENTLY ready for this procedure to happen.

Could you walk me through this installation step by step?

Both Lorrie and myself would be eternally grateful if you could.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Mr. DI,
See the response to Reed. Your input would also be appreciated.

I really want to get this right, and it is the NEXT thing that needs to be done. Am at a holding point in the reassembling of Lorrie's Ignition/Timing System.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

If all is good then this is correct (no damper slippage, etc...)
This is also correct if indexing the distributor to TDC or "0" on the timing tab.
It the reluctor tooth, should be inline/centered with the 'tooth' on the pickup.


If it all works out...then you will redo this procedure by putting the timing mark at 5-6 BTDC and lignin up your rotor and reluctor again.



One other item to note...after seating the distributor into the block, I do give the rotor a slight 'twist' by hand one way and the other to make sure that the gear is meshed to the cam, and that the advance mechanism is not stuck (depending on the way you twisted the advance will allow a slight twist and then spring back when released with a small 'snap'...the force here is about equivalent to a professional handshake, not one a lumberjack would give...)

-D.Idiot

I think given where things are going I should see if a local can stop by my shop and shoot a You-Tube instructional video for the board...

Hey All,
Saturday Early Evening Update:

Lorrie is all back together. She is ready to see if she will start. Am not going to attempt that today because of fatigue.

While the HEI System Assembly was out, the Ground Strap from the Control Module to the Valve Cover Bolt got tightened, double nutted, and put some Thread Locker on the Nuts. It ISN'T going to come loose.

So am going to go out tomorrow morning and put the final Timing Mark on the underside of the Damper since it is KNOWN that the Number 1 Piston is at EXACTLY TDC.

If Lorrie starts, will adjust the timing with the Timing Light.

Don't know where to go from here if she doesn't start&run. Am sure we will think of something.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Mr. DI,
The Damper doesn't slip.
Alright.
Alright. Will go with that from now on.
Alright. That's where it seems to be.
Well Mr. DI, we have a bit of an anomaly. The Hold Down Bolt Slot is all the way as far as the Distributor can go CLOCKWISE. It is NOT centered. BUT, since we aren't going to be retarding the timing, and because the Distributor has to be turned COUNTER CLOCKWISE to advance the timing, we have the entire length of the Slot to do the advancing with. Is the fact that the Slot is not centered on the Hold Down Bolt a drastic problem?
That's where the Rotor Tip is.
With the Rotor Tip PERFECTLY aligned with the Number 1 Distributor Contact, the The Reluctor Tooth is just ever so slightly not PERFECTLY aligned with the Pickup Tooth.
Alright.
The Distributor Gear IS meshing with the Cam Gear.
Did this. The Advance Mechanism is NOT stuck.
It didn't take very much twist to make the Advance Mechanism move, but it wasn't at all "loose".
A step by step expostulation for those of us who want to do something, but need help along the way. That would be GREAT!

Well, it has been an interesting two days. Took Lorrie apart yesterday. Put her back together today. Am a little overdone, but will sleep well tonight.

Will see if Lorrie will start tomorrow.

Want to thank you for the GREAT help. Have done some thinking on the Advance Direction being COUNTER CLOCKWISE, and snapped to what happens.

Do you know what "dilettante" means? That's someone who does something because he likes to do it, but doesn't do enough of it to become REALLY proficient at it.

Take for instance this HEI System conversion. I'll probably NEVER do another one of them ever again. And while I couldn't make a living doing it, the way it was done is pretty nice.

The same with rebuilding Carburetors. Or rebuilding Brakes. I know how to do it, but I'm slow, careful, pay a lot of attention to detail, but am not a professional.

The problem with being a dilettante is that one never becomes totally confident about what one is doing.

I genuinely appreciate your patience.

Thanks again for the help.

JC

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

No, if you have room to advance leave it that way and all is good for now and the future. The centering was just a 'rough in' positioning to start.



How close is it? Reluctor tip aligned = rotor off by a bit toward 3 o clock or 5 o clock if thinking of the cap as a clock and #1 post is 4 o'clock?

Just so you know I am not ignoring you, I agree 150% with everything DI has told you. He really knows far more about this than I do.

_________________
Casually looking for a Clifford hyperpak intake for cheap.

Hey Mr. DI,
The fact that the Slot is as far CLOCKWISE as it can get means that we have the WHOLE length of the Slot to use in advancing the timing.
The LEADING EDGE of the Reluctor Tooth is just CLOCKWISE past the LEADING EDGE of the Pickup Tooth.
If the Crank Shaft was turned a teenincy bit in the direction that it runs, and the Reluctor Tooth were EXACTLY/PERFECTLY aligned with the Pickup Tooth, the Rotor Tip would be off just ever so SLIGHTLY toward 5:00 O'Clock.

In thinking about this in light of the realization that to advance the timing, one has to turn the Distributor COUNTER CLOCKWISE, then presently the Distributor is maybe a degree BTDC advanced.

Anyway, will be out at first light this morning with the Craftsman RotoTool and a small Cut Off Wheel putting a mark on the bottom of the Damper that is EXACTLY even with the TDC Mark on the NEW Timing Tab installed on the Bottom of the Engine.

Also have to put the Automatic Transmission Fluid that drained out of the Transmission when the Transmission Cooling Tubes were disconnected from the Radiator back into the Transmission.

Once all that is done, Lorrie will get an overall check of her entire Electrical System to be sure that we're getting current everywhere that it should, and then we're going to see if Lorrie will start.

Am hoping for the best.

Again, THANKS for the assistance.

JC.

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Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Reed,
Not to worry. Am just grateful for the assistance that you have already given, and the patience shown in light of my effort to understand all this.

STILL don't understand HOW the Control Module ACTUALLY does what it does, but just have to trust that it will do it even if it is not understood.

Reed, I have another hobby. It is keeping up with the developments in Quantum Mechanics. And one of the MAIN guys in the development of QM was a fellow named Neils Bohr. And one time he had someone notice a horseshoe nailed above the door to his laboratory. And the guy asked Bohr: "You don't REALLY believe that a horseshoe brings good luck, do you?" And Bohr replied. "Of course not. But they say that it brings good luck whether you believe it or not."

The point being that even though I don't understand the working of the Control Module, they say that it works whether I understand it or not!

Anyway, will be trying to start Lorrie this morning.

Will let you all know what happens.

Thanks for the response.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor