If your doing static timing ( #1 piston tdc compression stroke) then the rotor should be pointing at the #1 piston which is driver's side front. also to know that its close it should also be pointing at the coil. if it doesn't line up correctly then remove distributor and with a long handled flat tipped screw driver look into the distributor hole and turn the oil pump rod to line it close to the same direction as the rotors position.
Wow! That was probably the guy who wanted $38 to tell me a plug gap! There is a little more to it than that. If you have a small block that was built by Chevy, then you have one of those rare ones that the crankshaft turns twice, to once, of the camshaft. And, if your starting from scratch, a new motor, say, then you wont have anything to go by. Ok. Here it is, Ready? when number 1 piston is just before TDC, (top dead center), (number 1 cylinder is driver side, front,) the timing could be 180 degrees off. Since 1, and 6 oppose each other, look at the intake, and exhaust valves on number 6. The exh. should be just closing, and the intake will be just opening. This, my friend is called "overlap". 6 will have completed its exhaust stroke, and starting it's intake stroke, when 1 is firing. As far as where the rotor is pointing, is not important, as long as you make that number 1 cylinder. Then follow it with 8436572. Mystery solved. Drivers side from front is odd, ie.1 3 5 7, from front, and pass side from front, is 2 4 6 8. You can make number 1 anywhere you want, as long as the rotor is pointing to it @ TDC, while 6 is on overlap. Another trick, turn the dist. a touch counter clockwise from 1. With points, you want to reverse the dist until they are open. This will put a touch of advance into the timing making it easier to start. Remember, fire out of the carb, is too much advanced, turn the dist clockwise. Backfire out the exhaust, is too much retard, so turn it counter clockwise a touch. I like to move the dist. while someone is spinning the motor over. And do not make an idiot out of yourself, by using a screwdriver to turn the oil pump drive. Simply pit the dist in as far as you can, just counter clockwise of the number 1 post on cap. Have someone lightly tap starter over, while you hold dist down. As the cam comes around, it will turn the gear, (don't hold the rotor, hold the aluminum body), and the dist. will fall right into place. Remember when you decide where no. 1 will be, make sure you have enough room to adjust timing. The vacuum advance may hit intake runners. Also, you are better to set timing @ total, rather than initial. Initial makes it run, however, total is where the motor runs most of the time. Happy motoring.
Firing order of the 5.7 Liter (350) Chevy is 1-8-4-3-6-5-7-2 Rotor turns clockwise.
1,8,4,3,6,5,7,2 Number one on the distributor will looking at it straight down at the 5 o clock position.
The rotor only fits one way on to the distributor shaft.
If it is a Chevy 350 the firing order should be printed on your intake, but is usually 1-8-4-3-6-5-7-2. This was the case on my '94 Chevy truck.
1-8-4-3-6-5-7-2 Rotor turns clockwise.
I believe it is like all chevy's 18436572
Start clockwise: firing order is 18436572
1,8,4,3,6,5,7,2 for V8
REMOVE the assembly from the truck then knock the wheel astuds out then knock the hub off the rotor.
Where is the crankshaft sensor located on a Chevy 1500 sil. turbo diesel truck?
Distributor rotates clockwise.
A bad ignition module.
any motor manual,chilton,s or haynes will have a firing order diagram . the firing order is 18436572
look on the intake manifold
You can hook up an MSD Digital 6AL/6A on an 84 Chevy truck by first replacing the original cap, and rotor if they are worn out.
If it has a distributor it has to come out and be completely disassembled //its under the rotor!!!
That would be the item that's under the distributor cap and rotor button. It will have an electric wire pluged into it. 2 small torx screws hold it in place.
18436572 The Web link to the right has lots of info.
A brake rotor heating up would probably be caused by a sticky brake caliper or a collapsed brake hose.