Timing and Firing Orders

4 Cylinder should be 1-3-2-4

on the top of your engine there should be a big aluminum plate with four bolts in it take the four bolts out unhook the wire plug ( should be located on the right hand side of the plate) lift it off and your plugs should be right undernieth it. you don't have plug wires as such so it's no good to try and follow them like i did lol. hope i helped

Service Information

1996 Chevrolet S10 Pickup - 4WD | Blazer, Bravada, Jimmy, S10 Pickup, Sonoma (VIN S/T) Service Manual | Engine | Engine Mechanical - 4.3L (VIN W) | Specifications | Document ID: 42489 ----

Engine Mechanical Specifications

{| ! align="middle" valign="bottom" | Application ! align="middle" valign="bottom" | Metric ! align="middle" valign="bottom" | English | General Data Engine Type 90 Degree V6 -- -- RPO VIN Code L35 (W) -- -- Displacement 4.3L 262 CID Bore 101.60 mm 4.000 in Stroke 88.39 mm 3.480 in Compression Ratio -- 9.2:1 Firing Order -- 1-6-5-4-3-2 Spark Plug Gap 1.24 mm 0.060 in Oil Pressure (Minimum Hot) 41.4 kPa at 1,000 engine rpm (Minimum) 124.1 kPa at 2,000 engine rpm 165.4 kPa at 4,000 enigne rpm 6.0 psig at 1,000 engine rpm 18.0 psig at 2,000 engine rpm 24.0 psig at 4,000 enigne rpm Lubrication System Oil Capacity Without Filter Change 3.75 Liters 4 (Qts.) Oil Capacity With Filter Change Add 0.398 Liters (0.42 Qts) Oil Pan Engine Block Clearance Tolerance 0.254 mm 0.010 in (Maximum) Cylinder Head Surface Flatness 0.1016 mm 0.004 in (Maximum) Exhaust Manifold Surface Flatness 0.254 mm 0.010 in (Maximum) Intake Manifold Surface Flatness 0.254 mm 0.010 in (Maximum) Cylinder Bore Diameter 101.618-101.643 mm 4.0007-4.0017 in Out-of-Round Production 0.02 mm (Maximum) 0.0001 in (Maximum) Out-of-Round Service Limit 0.05 mm (Maximum) 0.002 in (Maximum) Taper Production Thrust Side 0.012 mm (Maximum) 0.0005 in (Maximum) Taper Production Relief Side 0.025 mm (Maximum) 0.001 in (Maximum) Taper Service Limit 0.025 mm (Maximum) 0.001 in (Maximum) Piston Piston Bore Clearance-Production 0.0001-0.005 mm 0.0007-0.002 in Piston Bore Clearance-Service Limit 0.070 mm (Maximum) 0.0024 mm (Maximum) Piston Rings (End Gap Measured in Cylinder Bore) Piston Compression Ring Groove Clearance-Production Top 0.050-0.15 mm 0.02-0.06 in Piston Compression Ring Groove Clearance-Production 2nd 0.10-0.20 mm 0.04-0.08 in Piston Compression Ring Groove Clearance-Service Limit 0.107 mm (Maximum) 0.0042 in (Maximum) Piston Compression Ring Gap-Production Top 0.25-0.40 mm 0.010-0.016 in Piston Compression Ring Gap-Production 2nd 0.46-0.66 mm (Maximum) 0.018-0.026 in (Maximum) Piston Compression Ring Gap-Service Limit 0.25-0.88 (Maximum) 0.06-0.035 in (Maximum) Piston Oil Ring Groove Clearance-Production 0.051-0.20 mm 0.02-0.07 in Piston Oil Ring Groove Clearance-Service Limit 0.051-0.20 mm (Maximum) 0.02-0.08 in (Maximum) Piston Oil Ring Gap-Production 0.003-0.0127 mm 0.015-0.050 in Piston Oil Ring Gap-Service Limit 0.25-1.65 mm (Maximum) 0.009-0.065 in (Maximum) Piston Pin Diameter 23.545-23.548 mm 0.9267-0.9271 in Clearance in Piston-Production 0.009-0.0024 mm 0.0002-0.0007 in Clearance in Piston-Service Limit 0.0025 mm (Maximum) 0.001 in (Maximum) Fit in Connecting Rod 0.021-0.040 mm (Interference) 0.0008-0.0016 in (Interference) Crankshaft Crankshaft Journal-Diameter #1 62.199-62.217 mm 2.4488-2.4495 in Crankshaft Journal-Diameter #2, #3, #4 62.192-62.215 mm 2.4485-2.4494 in Crankshaft Journal Taper-Production 0.00007 mm (Maximum) 0.0003 in (Maximum) Crankshaft Journal Out-of-Round-Production 0.005 mm (Maximum) 0.0002 in (Maximum) Crankshaft Journal Out-of-Round-Service Limit 0.025 mm (Maximum) 0.001 in (Maximum) Crankshaft Bearing Clearance-Production #1 0.0043-0.000508 mm 0.0008-0.0020 in Crankshaft Bearing Clearance-Service Limit #2, #3, #4 0.025-0.064 mm 0.0010-0.025 in Crankshaft End Play 0.050-0.20 mm 0.002-0.008 in Crankshaft Runout 0.025 mm 0.001 in Connecting Rod Connecting Rod Journal Diameter 57.117-57.142 mm 2.2487-2.2497 in Connecting Rod Journal Taper-Production 0.007 mm (Maximum) 0.0003 in (Maximum) Connecting Rod Journal Taper-Service Limit 0.025 mm (Maximum) 0.001 in (Maximum) Connecting Rod Journal Out-of-Round-Production 0.007 mm (Maximum) 0.0002 in (Maximum) Connecting Rod Journal Out-of-Round-Service Limit 0.025 mm (Maximum) 0.001 in (Maximum) Rod Bearing Clearance-Production 0.033-0.088 mm 0.0013-0.0035 in Rod Bearing Clearance-Service Limit 0.025-0.076 mm 0.0010-0.0030 in Rod Side Clearance 0.16-0.43 mm 0.006-0.017 in Camshaft Journal Diameter 47.452-47.478 mm 1.8682-1.8692 in End Play 0.0254-0.2286 mm 0.001-0.009 in Lobe Lift Intake 0.0726-0.0736 mm 0.286-0290 in Lobe Lift Exhaust 0.0741-0.0751 mm 0.292-0.296 in Balance Shaft Front Bearing Journal Diameter 55.985-55.001 mm 2.1648-2.1654 in Rear Bearing Journal Diameter 38.084-38100 mm 1.4994-1.500 in Rear Bearing Journal Clearance 0.0254-0.09144 mm 0.001-0.0036 in Valve System Valve Lifter -- Hydraulic Roller Type Valve Rocker Arm Ratio -- 1.50:1 Valve Lash Net Lash No Adjustment Face Angle 45 degrees Seat Angle 46 degrees Seat Runout 0.05 mm (Maximum) 0.002 in (Maximum) Seat Width Intake 0.88-1.52 mm 0.035-0.060 in Seat Width Exhaust 1.575-2.362 mm 0.062-0.093 in Stem Clearance Production Intake 0.025-0.069 mm 0.0011-0.0027 in Stem Clearance Production Exhaust 0.025-0.069 mm 0.0011-0.0027 in Stem Clearance Service Limit Intake 0.0257 mm (Maximum) 0.001 in (Maximum) Stem Clearance Service Limit Exhaust 0.0508 mm (Maximum) 0.002 in (Maximum) Valve Spring Free Length 52 mm 2.03 in Valve Spring Pressure Closed 338-374 N at 43 mm 76-84 lb at 1.70 in Valve Spring Pressure Open 832-903 N at 32 mm 187-203 lb at 1.27 in Valve Spring Installed Height 42.92-43.43 mm 1.690-1.710 in Valve Lift Intake 10.51 mm 0.414 in Valve Lift Exhaust 10.87 mm 0.428 in |}

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Service Information

1996 Chevrolet S10 Pickup - 4WD | Blazer, Bravada, Jimmy, S10 Pickup, Sonoma (VIN S/T) Service Manual | Engine | Engine Controls - 4.3L (VIN W) | Description and Operation | Document ID: 21238 ----

Enhanced Ignition System (General Description)

The Enhanced Ignition system used on all of the OBD II engines somewhat resembles the current Distributor Ignition (DI) system described in the Ignition Systems. However, the system has been greatly enhanced in order to be compatible with the new OBD II regulations. The Enhanced Ignition system provides a spark at precisely the correct time in order to ignite the air and the fuel mixture for optimum performance and fuel economy. The system consists of the following components: • The VCM

• The Distributor

• The Ignition Coil Driver Module

• The Ignition Coil

• The Crankshaft Position Sensor

This system does not use the ignition module used on the DI systems in the past. The VCM controller now controls the Ignition Control (IC) and Bypass functions. The crankshaft sensor, located in the front engine cover, is perpendicular to a target wheel attached to the crankshaft. The target wheel is equipped with slots situated 60° apart. As the crankshaft rotates, the target wheel rotates past the crankshaft position sensor. The rising and falling edges created by the slots cause a signal to be sent back to the VCM. This signal occurs three times per crankshaft revolution and is referred to the 3x signal. The VCM then utilizes this 3x signal in order to provide the correct spark to the engine by way of the single coil driver module. The single coil driver module is basically an electronic switch that when commanded by the VCM, causes the primary coil voltage to breakdown, energizing the secondary coil and providing a spark via the coil wire to the Distributor cap. The Distributor consists of the following components: # The Cap and Rotor # The Camshaft Position Sensor # The gear drive and shaft The camshaft drives the Distributor shaft which rotates, providing a spark to the correct cylinder by way of the cap and rotor. The camshaft position sensor functions much like the crankshaft sensor previously described but provides only a 1x signal to the VCM. That is, for every 2 rotations of the crankshaft, there is 1 rotation of the camshaft. Note that the camshaft position sensor will not affect the driveability. The sole purpose of the camshaft position sensor is to provide the VCM with the necessary information for the misfire DTCs. The vehicle control module (VCM) software controls all of the ignition control (IC) and bypass functions. This reduces the number of circuits outside of the controller and ultimately reduces the possibility for shorts or opens in those circuits that could result in driveability complaints or diagnostic trouble codes (DTCs).

The Crankshaft Position Sensor (CKP Sensor) is located in the front engine cover and is perpendicular to the crankshaft target wheel. The air gap between the sensor and the wheel is preset and not adjustable. The target wheel has three slots 60° apart and is keyed to the crankshaft. As the target wheel rotates, the slots passing by the sensor create a change in the magnetic field of the sensor which results in an induced voltage pulse. One revolution of the crankshaft results in three pulses (3x signal). Based on these pulses, the VCM is able to determine crankshaft position and the engine speed. The VCM then activates the fuel injector and provides a spark to the Distributor. The relationship between the crankshaft position sensor and the target wheel is crucial. The sensor must be exactly perpendicular to the target wheel with the correct air gap.

The Distributor is actually an assembly that contains the Camshaft Position (CKP Sensor), the cap, the rotor and the shaft. The Distributor is splined by a helical gear to the camshaft and rotates providing a spark to each spark plug wire. When servicing the Distributor, it is critical to ensure proper cap sealing to the Distributor body and correct installation to the camshaft. If the Distributor is installed a tooth off in relation to the camshaft, a DTC sets. The Distributor is not repairable and must be replaced as an assembly.

The Camshaft Position (CMP) sensor is located within the Distributor. The operation of the CMP is very similar to the Crankshaft Position (CKP Sensor) however, the CMP provides one pulse per camshaft revolution (1x signal). This signal is not detrimental to the driveability of the vehicle. The VCM utilizes this signal in conjunction with the crankshaft position to determine which cylinders are misfiring.

The Ignition Coil Driver Module (3, 4 - ICM Bolt) is mounted on a bracket (5, 6, 1-Bracket Attachment Rivet) next to the coil. The VCM signals the ICD to turn ON the primary current to the ignition coil (2) by pulling the IC line high (4 volts). The ICD turns the primary current ON and OFF by applying and removing the ground to the primary winding at the appropriate time. This module is of minimum function. The module does not contain backup calibrations that allows the engine to continue to run if the IC signal is lost.

1 8 4 3 6 5 7 2

1970's to 1980's had a Magnetic Probe receiver. Digital readout vs. using a Strobe inductive type. I own an 85' Chrysler 5th Ave 5.2L and I can't find actual timing marks so Magnetic Probe in my case is an alternative.

Standing in front of the vehicle looking at the the coil packs, there are three of them. From left to right, the first coil pack is 1 & 4, the second coil pack is 6 & 3, and the third coil pack is 2 & 5. Now still standing in front of the engine, the first three cylinders in front of the radiator are 2,4 & 6 and the last three near the firewall are 1,3 & 5. The firing order is 1,2,3,4,5,6 if it is a 2.8 or 3.1. What you did not say is what engine it has (2.8 VIN "W" or 3.1 VIN "T") and if it is a Cutlass Supreme or Ciera or what Cutlass.

Firing order according to Snap on Shop Keys 1-3-7-2-6-5-4-8 with Number 1 rear of engine passenger side. But it shows 2 coils but the car I am looking at onlyhas one coil.

1 5 3 6 2 4

Depends on the make of engine. You listed this is the Ford category so I assume you are asking about a Ford which is 1-3-4-2

Fig. 4: 1970-74 Oldsmobile-built 350, 455 V8. Engine firing order: 1-8-4-3-6-5-7-2. Distributor rotation: Counter-clockwise

YES. As per Engine Specifications on page 6-69 of your "OWNER'S MANUAL"

For a diagram, check places like Autozone.com's free Repair Guide - although I'm not sure they have actual pictures/illustrations of this particular topic.

For those who work well with "word pictures", see "Related Questions" below for everything you could ever hope to know about Windstar firing orders, coil pack numbering, engine cylinder numbers, and lots of helpful hints from other Windstar owners.

The question you ask is too involved for a proper answer. You need to go to a car parts store, and get a repair manual for your car. They cost about $16.00 Or, go to a Public Library.

I'm having the same problem with my 96 4cyl. probe i set the timing by the little dots aligned with the cam block not the intake or exhaust marks. and yet my psi reads 5 it seems the one cam shaft had slipped or rotated. when the marks are alignied the lifters don't seem right my 1st lifter closest to the firewall is closed but the other shaft the lifter is opened to far down. i heard of another guy had the same problem also if your t belt broke you might want to check your lifters. make sure your #1 cy is at tdc your crand at tdc and your camshafts match

For a 1982 Chevy S10 2.8L engine the Firing order is: 1-2-3-4-5-6 . The distributor rotates clockwise.

the firing order for your 90 f-350 with a 460 should be 15426378 this info is out of a haynes repair manual for 80-96 ford pick ups. It should also be stamped somewhere on your intake manifold.

1342 ccw

if your saying your engine is a 4.3 your have a v6 not a v8. even with that I've not seen a Chevy engine with cap in front like a ford or Chrysler product. v8 up until 96 i know for sure are 18436572

I have found that some police package cars with a 4.3 it can be a version of the LT1 motor that does have the distributor in the front. I didn't believe it till I saw one at a police auction. I do not, however, have a firing order for this six banger. I hpoe that this might at least help.

18436572 1 is drivers side front and 2 is passenger side front. direction is clockwise on distributor cap.

if it's a diesel, 153624