Whoa, time out! You guys gotta do this stuff when I'm awake

Only 1st gens have the tan wire for checking ignition timing. 2nd gen ignition timing is completely computer controlled. The basic signal is generated by the crankshaft position sensor. The camshaft position sensor has nothing to do with timing, (the engine will start and run with it unplugged). All the cam sensor does is tell the PCM where the cam is in its rotation, hence the name, in the literal sense, "camshaft position sensor". The data is used, along with crank sensor data, to detect & identify cylinder misfire, that's it. The data from the sensor is viewed on a scan tool as camshaft retard. It is adjusted by rotating the distributor, which has zero effect on ignition timing. It will however, create crossfire inside the cap if it's off far enough.

If the distributor gear is not meshed correctly with the camshaft gear, P1345 will set in memory and turn the SES light on. P1345 says something like, cam/crank correlation incorrect, what it means is the distributor is not meshed correctly. IF the engine starts and runs, and P1345 is in memory, and the SES light is on, there is a quick, simple fix. On a side note: Removing the #1 spark plug and feeling for a puff of air is not conclussive for determining #1 TDC compression. Here's why: When the piston is approaching TDC, one valve is open, and you'll feel a puff. The problem is, you don't know if it's approaching TDC of the compression stroke or the exhaust stroke. If you install the distributor with #1 piston at TDC of the exhaust stroke, it may or may not start, (usually not). The simple way to put it back in phase, is use a socket and ratchet, manually rotate the crankshaft clockwise until the marks on the vibration dampener line up just like this:



AND the distributor rotor is within ~20 degrees of the "6" on the distributor housing.



If the rotor is not within ~20 degrees, (you're at TDC of the exhaust stroke) manually rotate the crankshaft clockwise one revolution until the lines are aligned on the dampener again. Remove the distributor. Reinstall it so the rotor lines up with the "6" (or at least closer than it was) when the distributor is fully seated against the intake manifold. You may have to rotate the oil pump drive shaft slightly so the distributor engages the shaft and allows the distributor to fully seat against the intake manifold.

When the engine is running, and P1345 is not present, camshaft retard must be checked and adjusted. This will "fine tune" the camshaft position sensor. The adjustment also makes the rotor line up with the terminals in the cap when the ignition coil fires, which is what keeps crossfire to a minimum.

 

Okay captain I've rotated the crank to where the notches align with the timing chain indicator and the oil pan. my rotor is now sitting where the #1 cylinder wire goes in on the distributor cap. Whats next?

 

We're not concerned with what wire the rotor is pointing at. The rotor needs to be pointing "in the general vicinity" of the "6" on the distributor housing when the timing marks are lined up. Absolutely critical that the timing marks are lined up correctly with the index on the timing cover.

 

gotcha I see the 6. Yeah its way off. So I need to remove the dist. and rotate it as close to the 6 as I can right?

 

First you need to make sure your timing marks are lined up when #1 piston is at TDC of the compression stroke. If the engine at least runs, and P1345 is present, you're close, and the rotor should be within ~20 degrees. If you're on TDC exhaust stroke, the rotor will be more like 180 degrees off.

 

yeah the truck runs, just has a hard time starting and runs like crap when it does get going. And I've got both the timing marks lined up.

 

When the marks are lined up, where does the rotor point? Use the lower image in post #11: If the distributor was the face of a clock, what time does the rotor point to? ie 2 o'clock, 3 o'clock etc.

 

comparing it to the number 6 on the distributor it is on the opposite side

 

Thanks cap, second gens might as well be a honda to me.

 

You're at TDC of the exhaust stroke. Manually rotate the crankshaft one revolution clockwise until the timing marks line up again. If you go past the marks, rotate the crank two revolutions clockwise and stop when the marks are lined up, (do not rotate counter clockwise, not even a little bit). Remove the distributor. Reinstall it so the rotor lines up within 5 degrees or so of the "6" when the distributor is fully seated against the intake manifold. You may have to rotate the oil pump drive shaft slightly so the distributor engages the shaft and allows the distributor to fully seat against the intake manifold.