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  #11  
Old 03-22-2012, 08:17 PM
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found this online

from wiki answers
get the #1 up on compression stroke crank gear mark at 12 & cam gear at 6 this should work

from the Autozone site, scroll down to 5.2 L
http://www.autozone.com/autozone/rep...00c152800c071c
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  #12  
Old 03-22-2012, 08:19 PM
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Quote:
Originally Posted by GTyankee View Post
found this online

from wiki answers
get the #1 up on compression stroke crank gear mark at 12 & cam gear at 6 this should work

from the Autozone site, scroll down to 5.2 L
http://www.autozone.com/autozone/rep...00c152800c071c
yup like i thought, crank dot up cam dot down.
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  #13  
Old 03-22-2012, 08:29 PM
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Originally Posted by ramvan2500 View Post
No, you can put the sprocket on differently because you can advance or retard timing, generally you do it at the crank. But best to just to dot to dot to avoid the risk of a inop engine.

I believe you should do dot to dot at the top with these engines, I don't remember.
Weight I think it's dot up on crank and dot down on cam.
So it seems that its pretty much mistake proof as long as i am dot to dot. I just need to pull the distributor and point it at number one when #1 is at TDC.
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  #14  
Old 03-22-2012, 08:31 PM
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Originally Posted by 99hawk409 View Post
So it seems that its pretty much mistake proof as long as i am dot to dot. I just need to pull the distributor and point it at number one when #1 is at TDC.
yea pretty much if it's dot to do you're safe. the distributor on these engines is to just distribute the spark. now rotating the distributor will not affect timing but it will affect fuel sync. so don't bother trying to change timing by distributor on these things.
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Old 03-23-2012, 06:56 AM
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Originally Posted by ramvan2500 View Post
yea pretty much if it's dot to do you're safe. the distributor on these engines is to just distribute the spark. now rotating the distributor will not affect timing but it will affect fuel sync. so don't bother trying to change timing by distributor on these things.

My only remaining issue is that when the cam dot is at 6 o'clock the distributor is 180 degrees away from #1. I have to assume that somehow the distributor got out of synch and i'm hoping i can pull the distributor and turn it to point at #1 when i have the #1 cylinder at TDC.

I don't know how this could have happened, but that's the kind of luck i have.

Also, different topic....how can the ECM control timing when the truck has a distributor?
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  #16  
Old 03-23-2012, 07:24 AM
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  #17  
Old 03-23-2012, 07:57 AM
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dot to dot on the compression stroke, is the key

If you are not on the compression stroke, you would be 180 degrees out

if you pull number one plug, & bring the piston up to TDC, it will almost push your finger away if it is over the spark plug hole on the compression stroke

that is the way i was taught, way back in the day
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  #18  
Old 03-23-2012, 09:45 AM
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Quote:
Originally Posted by 99hawk409 View Post
My only remaining issue is that when the cam dot is at 6 o'clock the distributor is 180 degrees away from #1. I have to assume that somehow the distributor got out of synch and i'm hoping i can pull the distributor and turn it to point at #1 when i have the #1 cylinder at TDC.

I don't know how this could have happened, but that's the kind of luck i have.

Also, different topic....how can the ECM control timing when the truck has a distributor?
Well back when cars really did have distributors the distributor would either have a weight in it to advance timing or it would use a vacuum advance. Well the distributor in the magnum engines don't have either instead their is a cam position sensor, the distributor in the magnum application is strictly just for distributing the spark to each cylinder and that's it, this is why you cannot do spark advance by rotating the distributor. How does the ECM advance timing? simple, it uses the crank shaft position sensor, cam position sensor to determine the position of the crank and cam then the ECM will change the time the fuel is injected into the cylinder along with chaning the spark. If you notice the ignition system is completely electronic, the ignition coil is connected directly to the ECM and to the rotor in the distributor.

So the ECM controls everything to make the engine operate, hense Engine Control Module.
The O2 sensor pre cat one is used to monitor the O2 flow so the ECM knows if the mixture is lean or rich and can adjust when required.

From the chrysler 5.2l factory rebuild manual they want it the number 5 cylinder to be TDC when degreeing the cam.
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