See Figures 1, 2 and 3
Except 6-226 Engine
- Remove the high-tension wires from the distributor cap terminal towers, noting their positions to assure correct reassembly. For diagrams of firing orders and distributor wiring, refer to the tune-up and troubleshooting section.
- Remove the primary lead from the terminal post at the side of the distributor.
- Disconnect the vacuum line if there is one.
- Remove the two distributor cap retaining hooks or screws and remove the distributor cap.
- Note the position of the rotor in relation to the base. Scribe a mark on the base of the distributor and on the engine block to facilitate reinstallation. Align the marks with the direction the metal tip of the rotor is pointing.
- Remove the bolt that holds the distributor to the engine.
- Lift the distributor assembly from the engine.
- Remove the vacuum line and primary lead from the distributor.
- Remove the distributor cap.
- Note the position of the rotor in relation to the base. Scribe a mark on the base of the distributor and on the engine head to facilitate installation. Align the marks with the direction the metal tip of the rotor is pointing.
- Remove the bolt and lock washer which retain the advance arm to the adapter. Lift out the distributor.
- Insert the distributor shaft and assembly into the engine. Line up the mark on the distributor and the one on the engine with the metal tip of the rotor. Make sure that the vacuum advance diaphragm is pointed in the same direction as it was pointed originally. This will be done automatically if the marks on the engine and the distributor are line up with the rotor.
On the 6-225, 6-226 and F4-134, the distributor shaft fits into a slot in the end of the oil pump shaft. Therefore, the rotor won't turn when the distributor is pressed into place.
- Install the distributor hold-down bolt and clamp. Leave the screw loose enough so that you can move the distributor with heavy hand pressure.
- Connect the primary wire to the distributor side of the coil. Install the distributor cap on the distributor housing. Secure the distributor cap with the spring clips or the screw type retainers, whichever is used.
- Install the spark plug wires. Make sure that the wires are pressed all of the way into the top of the distributor cap and firmly onto the spark plugs.
- Adjust the point cam dwell and set the ignition timing, Refer to the tune-up section.
If the engine was turned while the distributor was removed, or if matchmarks were not made during removal, it will be necessary to initially time the engine. Perform the following procedure.
Design of the V6 engine requires a special form of distributor cam. The distributor may be serviced in the regular way and should cause no more problems than any other distributor, if the firing plan is thoroughly understood. The distributor cam is not ground to standard 6-cylinder indexing intervals. This particular form requires that the original pattern of spark plug wiring be used. The engine will not run in balance if the No. 1 spark plug wire is inserted into the No. 6 distributor cap tower, even though each wire in the firing sequence is advanced to the next distributor tower. There is a difference between the firing intervals of each succeeding cylinder through the 720° engine cycle.
If the engine has been rotated while the distributor was out, you'll have to first position the engine on No. 1 cylinder at Top Dead Center (TDC) firing position, as follows:
- You can either remove the valve cover or No. 1 spark plug to determine engine position.
- Rotate the engine with a socket wrench on the nut at the center of the front pulley in the normal direction of rotation.
- Either feel for air being expelled forcefully through the spark plug hole or watch for the engine to rotate up to the TDC mark without the valves moving (both valves will be closed).
- For 4-134 F-head engines, stop turning the engine when either the 5 degree mark on the flywheel is in the middle of the flywheel inspection opening, or the marks on the crankshaft pulley and the timing gear cover are in alignment.
- If the valves are moving as you approach TDC, or there is no air being expelled through the plug hole, turn the engine another full turn until you get the appropriate indication as the engine approaches TDC position.
- Start the distributor into the engine with the matchmarks between the distributor body and the engine lined up. Turn the rotor slightly until the matchmarks on the bottom of the distributor body and the bottom of the distributor shaft near the gear are aligned.
On the 4-134, 6-225 and 6-226, the distributor shaft indexes with the oil pump driveshaft. Then, insert the distributor all the way into the engine. If you have trouble getting the distributor and camshaft gears to mesh, turn the rotor back and forth very slightly until the distributor can be inserted easily. If the rotor is not now lined up with the position of No. 1 plug terminal, you'll have to pull the distributor back out slightly, shift the position of the rotor appropriately, and then reinstall it.
- Align the matchmarks between the distributor and engine.
- Install the distributor mounting bolt and tighten it finger-tight.
- Reattach the vacuum advance line and distributor wiring connector, and reinstall the gasket and cap.
- Reconnect the negative battery cable.
- Adjust the ignition timing as described in Engine Performance and Tune-up .
- Tighten the distributor mounting bolt securely.
A CJ-5 and CJ-6 4-134 F-head distributor (IAD 4041) is identical to the distributor used on CJ-3B's (IAD 4008A), with the exception of the hold-down arm. The CJ-5 and CJ-6 distributor was originally installed in the CJ-3B. It is necessary to remove the oil pump in order to install a newer distributor in the CJ-3B. Place the distributor in the correct timing position and install the hold-down screw. Engage the distributor drive and carefully mesh the gears without disturbing the correct timing position of the distributor, and then replace the oil pump.