The 1965 AIM shows the #1 plug wire going into the distributor post to the LEFT (passenger) side of the access window. Apparently an error? Looking for confirmation that the #1 post is properly located above the RIGHT (driver) side of the window.
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Re: Distributor Cap #1 Post? C2 /327
I printed a drawing made by Chevrolet in 1968 in The Corvette Restorer, Summer 2004, V 31, #1, page 17, bottom of the page.
Short story -- the AIM is correct.
Perhaps you have the distributor installed one tooth off? The illustration also shows the orientation of the vacuum actuator. Since that is attached indirectly to the distributor housing it will give you another landmark to help eliminate the confusion in this area. The orientation of the tachometer drive is another clue, but that is not shown on the above referenced drawing.Terry -
Re: Distributor Cap #1 Post? C2 /327
This isn't a Corvette, but it shows the correct orientation of the distributor and the correct indexing of the plug wires in the cap, as shown in the A.I.M.; the #1 wire tower on a C2 is the one immediately clockwise (as viewed from above) from the adjustment window (or, toward the passenger side from the window).
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Thanks Terry & John!
Shouldn't have doubted the AIM, but was confused by the Service Manual illustration as well as various photos in reference books that seemed to show #1 as being on the driver's side of the access window. Also, Lectric Limited's instruction sheet shows #1 as coming off that side.
Seems like this should be a no-brainer doesn't it?
My distributor is apparently installed one tooth off. It'll be interesting to see if I have adequate advance movement range when I install everything correctly. (drive gear dimple is oriented on rotor tip side)Comment
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Re: Thanks Terry & John!
If the dist. wires are not properly indexed to the cap there is a strong possibility that the dist. drive gear is installed 180 degrees out. Reindexing the wires was a common "fix" when the dist. drive gear was installed backwards, but it usually meant that you couldn't achieve correct initial timing at the point where the vacuum can interfered with the coil bracket or manifold, especially on SHP engines where you run up to 14 degrees initial timing.
Installing the dist. drive gear backwards is a common error, but understandable since NO shop manual mentions the proper indexing, which is to have the dimple pointing in the same direction as the rotor tip!!!
Set the crankshaft at the initial timing point #1 BTDC. Then pull the dist. and check the drive gear orientation. Correct if necessary, Reinstall the dist.with the rotor tip pointing about 20 degrees right of engine centerline when the base seats, then rotate the base until the points just start to open. At this point the cap window plane should be approx. perpendicular to engine centerline (as in John's photo). This should get you within a couple of degrees of the correct initial timing, and the vac. can should be about halfway between the interference points with the coil bracket and inlet manifold.
Index the wire's per John's photo, then start the engine and check and adjust the initial timing as required.
Because of the limited amount of rotational freedom the dist. gear and wire indexing MUST be as stated above or you will likely not be able to achieve the proper initial timing. This is the ONE AND ONLY WAY to install C2 distributors and achieve the proper timing range without the vac. can interfering with something.
DukeComment
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Re: Thanks Terry & John!
I had to flip my dist. drive gear the wrong way (dimple opposite the rotor tip) in order to get my vaccum advance can oriented properly.Comment
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Coil Location on L76 Proto
Noland's C2 Volume has a photo of a prototype 365 hp motor and the coil is on the driver's side of the distributor.
Great idea!....except for the small detail of the throttle lever & arm needing a place to live.
PS: just used John/Duke's method for static adjustment of the valves. How sweet it is! The hardest part was figuring out how to divide the balancer into 4 equal quadrants. Here's what I did: measured the balancer circumference (25.1875"). Cut a strip of HD masking tape to this length and marked it off into 6.3" increments. Then while rotating the crank, the tape was laid onto the balancer. The ends mated up within a few mils (semi-amazing).
Before removing the tape after adjusting the clearances, a small white dot was applied at each 90-degree point for future reference.
Perhaps this data could be added to the procedure for future users?Comment
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Re: Coil Location on L76 Proto
Was your dist. drive gear on backwards?
DukeComment
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Re: Coil Location on L76 Proto
Duke: Surprisingly, it was correct. One of the few unmolested items on this particular car. I need to install new plug wires, properly indexed this time, before I can fire it up. Hopefully, it will be uneventful...
Thanks for all the invaluable knowledge you share on this board.Comment
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