See Figures 1 through 13
- 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 Engine Performance & Tune-up of this repair guide.
- Remove the primary lead from the terminal post at the side of the distributor.
The wire connector on 1978 and later models will contain a special conductive grease. Do not remove it. The same grease will also be found on the metal parts of the rotor.
- 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.
INSTALLATION, ENGINE NOT ROTATED
See Figures 14, 15 and 16All Except the 4-150
- 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 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 holddown 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 information.
If the engine was turned while the distributor was removed, or if the marks were not drawn, it will be necessary to initially time the engine. Follow the procedure below.
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 number one spark plug wire is inserted into number 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.
INSTALLATION, ENGINE ROTATED
See Figures 14, 15 and 16All Except the 4-150
- If the engine has been rotated while the distributor was out, you'll have to first put the engine on No. 1 cylinder at Top Dead Center firing position. 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 Top Center mark without the valves moving (both valves will be closed). Stop turning F4-134 engines when either the 5° 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 and 6-225, 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. Reconnect 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 & Tune-up . Then, tighten the distributor mounting bolt securely.
- Rotate the engine until the No.1 piston is at TDC compression.
- Using a flat bladed screwdriver, in the distributor hole, rotate the oil pump gear so that the slot in the oil pump shaft is slightly past the 3:00 o'clock position, relative to the length of the engine block.
- With the distributor cap removed, install the distributor with the rotor at the 5:00 o'clock position, relative to the oil pump gear shaft slot. When the distributor is completely in place, the rotor should be at the 6:00 o'clock position. If not, remove the distributor and perform the entire procedure again.
- Tighten the lockbolt.