They have a procedure called "Camshaft Timing and Setting Fuel Sync". In it
they go through the process of removing the distributor and
setting/verifying the distributor/camshaft gear so that at TDC, the oil pump
drive shaft is pointing in the 5 O'clock position (pointing toward cyl #1).
This involves removing and rotating the gear. Then after the distributor is
properly set, and re-installed you rotate the distrubtor housing to set
fuel sync. They are two different procedures. I was confused about it at
first, but after doing it, it makes sense.
""greg conner"" <dodgeboy93@hotmail.com> wrote in message
news:BAY15-F13u2CCbJz9Ke00002b0c@hotmail.com...
>
> I'm not sure what procedure you are talking about from the KRC webpage but
> setting the distributor is setting the fuel sync.
>
>
>
> Greg Conner
> 1996 RC
> 3.9 hybrid
>
>
>
>
>
> >From: "BlackDak93" <stephen.barnett@worldnet.att.net>
> >Reply-To: dakota-truck@dakota-truck.net
> >To: dakota-truck-moderator@bent.twistedbits.net
> >Subject: DML: Re: RE: RE: Setting Distributor Drive Timing (Fuel Sync)
> >without DRB
> >Date: Sun, 13 Jun 2004 12:16:09 -0600
> >
> >If I read KRC's procedure correctly, they are talking about setting the
> >timing mark to TDC for timing the distributor, not setting fuel sync.
Their
> >procedure does not state how to set fuel sync with a voltmeter, as they
say
> >it is inaccurate. The procedure below addresses how to set the initial
sync
> >without a DRB scan tool. I think this is the discrepancy.
> >
> >
> >""Bernd D. Ratsch"" <fasstdak@hotmail.com> wrote in message
> >news:000a01c4516f$b8915b10$020aa8c0@bernd...
> > >
> > > Yes...that's the official and correct way to set initial sync as per
DC.
> >If
> > > not set properly, you can had adverse performance. The proper way is
> >still
> > > to properly align the distributor and then set sync via the DRB or any
> >other
> > > scanner that shows Fuel Sync at 1000rpm (not to be set above or below
> > > 1000rpm).
> > >
> > > - Bernd
> > >
> > > -----Original Message-----
> > > From: owner-dakota-truck@bent.twistedbits.net
> > > [mailto:owner-dakota-truck@bent.twistedbits.net] On Behalf Of James
> >Calder
> > > Sent: Sunday, June 13, 2004 11:50 AM
> > > To: dakota-truck@dakota-truck.net
> > > Subject: DML: RE: Setting Distributor Drive Timing (Fuel Sync) without
> >DRB
> > >
> > >
> > >
> > > There seems to be a discrepancy to as where the mark on the damper
> >should
> > > be. Some people say the damper should be right on the TDC mark (like
> >KRC's
> > > write-up) while others say it needs to be advanced to the V8/V6 mark
on
> >the
> > > damper. If the procedure below is as per DC, what's the difference
when
> > > going by the actual TDC mark and not the V8/V6 mark? Can this have an
> > > adverse affect?
> > >
> > >
> > > -----Original Message-----
> > > From: owner-dakota-truck@bent.twistedbits.net
> > > [mailto:owner-dakota-truck@bent.twistedbits.net] On Behalf Of Bernd D.
> > > Ratsch
> > > Sent: Sunday, June 13, 2004 9:17 AM
> > > To: dakota-truck@dakota-truck.net
> > > Subject: DML: Setting Distributor Drive Timing (Fuel Sync) without DRB
> > >
> > >
> > >
> > > This is a base setting for those without a DRB or other scanner that
> >shows
> > > Fuel Sync...but you still should have it checked for proper setting on
> >Fuel
> > > Sync. Correct procedure from DC as well.
> > >
> > >
> > > Distributor Indexing
> > >
> > > SYMPTOM/CONDITION:
> > > Vehicles may exhibit surging, light bucking, or intermittent engine
> > > misfiring. This will most likely occur when the vehicle is at
operating
> > > temperature, and under a light load at approximately 2000 RPM. This
> > > condition may be caused by a mis-indexed distributor. The following
> > > procedure is an alternative to the indexing procedure outlined in the
> > > service manual.
> > >
> > > REPAIR PROCEDURE:
> > > This procedure outlines an alternative distributor indexing procedure.
> > >
> > > Connect a voltmeter to the distributor sensor connector by removing
the
> >end
> > > seal and carefully back probing the connector. Connect the positive
lead
> >to
> > > the sensor output pin (pin 3, either a tan wire with a yellow tracer
or
> >a
> > > gray wire, depending on vehicle application). Connect the negative
lead
> >to
> > > the sensor ground pin (pin 2, a black wire with a light blue tracer).
> > > Rotate the engine clockwise as viewed from the front, until the number
> >one
> > > piston is at Top Dead Center (TDC) of the compression stroke. The
timing
> > > mark on the vibration damper should line up with the zero degree (TDC)
> >mark
> > > on the timing chain case cover.
> > > Continue to rotate the engine slowly clockwise until the V6 or V8 mark
> > > (depending on engine type) lines up with the zero degree (TDC) mark on
> >the
> > > timing chain case cover. The V8 mark is 17.5°after TDC and the V6 mark
> >is
> > > 147°after TDC. NOTE: DO NOT ROTATE THE ENGINE COUNTER CLOCKWISE. IF
THE
> > > ENGINE IS ROTATED BEYOND THE MARK, RETURN TO STEP 2 AND REPEAT THE
> > > PROCEDURE.
> > > Loosen the distributor clamp bolt.
> > > With the ignition switch in the ON position, rotate the distributor
> >slightly
> > > in either direction until the voltmeter switches between the sensor
> > > transition point of 0 and 5 volts.
> > > Adjust the distributor as close as possible to either side of this
> > > transition point and tighten the distributor clamp bolt to 19-26 N-m
> > > (170-230 in.lbs.) .
> > >
> > >
> >
> >
>
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