Thank you for the easy to follow content! Fab Race Mod Repeat, you the man! I've got an old school FE in my Galaxie needing some loving on my You Tube. Please take a look and give me feedback!
I'm a bit confused. On the FE motors the distributor location for the #1 cylinder points directly towards the carb but you have the rotor pointed to what would be the #2 cylinder position on the cap
Scott, Great question. As Matt has stated number 1 can be anywhere on the rotor circle. I believe the idea that number one has to point to the carburetor came from those old ford and Standard tune up sheets, which typically show number 1 pointed north in the wiring diagram. I typical try to point the rotor at the number 1 cylinder.
@@FabRaceModRepeat ok. Thanks. I've got a 1967 f250 with a 352Fe. The distributor was bad but I got ahead of myself and pulled it before setting tdc. I've got that all squared away but still had to install the new distributor. Thanks for the info
Adnan Medic Great question! I tend to use vacuum advance setups on street cars, and lock the advance out on racing applications. Having a vacuum adjustable timing curve helps with economy and drive ability on the street with a carburetor. It’s always worth playing with the curve springs and driving the car a few days between changes. You’ll notice it when you find the setup that matches your driving style and what the engine is looking for.
@@FabRaceModRepeat I'm in a middle of a build so shopping for a distributor, would like to go with MSD. Few people suggested vacuum advance ready to run ones.
Great question: With #1 cylinder at TDC. It doesn’t matter which distributor cap position the rotor is pointing at, as long as the wire from that point goes to #1 cylinder. Then you wire the rest of the position per firing order from that starting point.
@@FabRaceModRepeat AhhA! Phew man I was up a tree today. Only reason I quit working on it was someone (me) left the key on and I shocked myself to death on the rotor cap. Hood slamming, tools flying, papers everywhere... Nuts... I'll get back at it tomorrow.
It doesn’t have to point at the #1 cylinder. You can pick which position on the cap goes to the #1 cylinder. Then place the rest from there. The trick is to give yourself room, to rotate the distributor with out bumping the vacuum advance into other accessories or the engine. Before you get the timing where you need it to be.
Great video. After watching this I have no questions, thanks.
Glad you found it helpful.
Thanks for watching!
Thank you for the detail you put in your how to videos. It really means a lot.
Great video series!
Thank you
I’m glad you find the videos helpful.
I try to make them so anyone can follow the process.
I like the cap indexing pins
They do a good job of keeping you lined up, that’s for sure.
Thank you for the easy to follow content! Fab Race Mod Repeat, you the man! I've got an old school FE in my Galaxie needing some loving on my You Tube. Please take a look and give me feedback!
what is the middle plug for on the top of the distributor cap? sorry if it’s a dumb question, on an old video, just can’t find anything about it
Coil wire goes on the middle lug.
Did you already have #1 at top dead center? Building a 390 myself
I did
I'm a bit confused. On the FE motors the distributor location for the #1 cylinder points directly towards the carb but you have the rotor pointed to what would be the #2 cylinder position on the cap
Afternoon,
Number one can be anywhere on the rotor circle so long as you know that that number one.
Scott,
Great question.
As Matt has stated number 1 can be anywhere on the rotor circle. I believe the idea that number one has to point to the carburetor came from those old ford and Standard tune up sheets, which typically show number 1 pointed north in the wiring diagram. I typical try to point the rotor at the number 1 cylinder.
@@FabRaceModRepeat ok. Thanks. I've got a 1967 f250 with a 352Fe. The distributor was bad but I got ahead of myself and pulled it before setting tdc. I've got that all squared away but still had to install the new distributor. Thanks for the info
Glad I could help!
And thanks for watching
You are correct Scott. The rotor on an FE should be pointing towards the rear of the engine somewhere between 12 and 1 o’clock
How is this distributor holding up? I am rebuilding an FE390 and shopping or a distributor.
We haven’t ran it yet.
There are 2 on the street that I know of. They haven’t had any trouble so far.
Has served me well on my 390
@@FabRaceModRepeat In your opinion what are the Pros and Cons of vacuum advanced distributors?
Adnan Medic
Great question!
I tend to use vacuum advance setups on street cars, and lock the advance out on racing applications.
Having a vacuum adjustable timing curve helps with economy and drive ability on the street with a carburetor. It’s always worth playing with the curve springs and driving the car a few days between changes. You’ll notice it when you find the setup that matches your driving style and what the engine is looking for.
@@FabRaceModRepeat I'm in a middle of a build so shopping for a distributor, would like to go with MSD. Few people suggested vacuum advance ready to run ones.
So at #1 TDC you point the rotor at #1?
Great question:
With #1 cylinder at TDC.
It doesn’t matter which distributor cap position the rotor is pointing at, as long as the wire from that point goes to #1 cylinder. Then you wire the rest of the position per firing order from that starting point.
@@FabRaceModRepeat AhhA! Phew man I was up a tree today. Only reason I quit working on it was someone (me) left the key on and I shocked myself to death on the rotor cap. Hood slamming, tools flying, papers everywhere... Nuts... I'll get back at it tomorrow.
When you set up distributor I need to set up cylinder #1 at tdc right?
Correct
So the distributor rotor have to point # 1 cylinder
It doesn’t have to point at the #1 cylinder. You can pick which position on the cap goes to the #1 cylinder. Then place the rest from there. The trick is to give yourself room, to rotate the distributor with out bumping the vacuum advance into other accessories or the engine. Before you get the timing where you need it to be.
@@FabRaceModRepeat how do you adjust hydrolic lifter in 390
What size motor is it
@@Theguywithawrench
It’s a .030 over 390.
@@FabRaceModRepeat thanks
I'm looking at a part #8595 distributor?
Sorry for slow response.
Was a long night at the track
Yes that is #8595 distributor
Yes it's what I got
And you said nothing about bringing number 1 up to tdc on compression 1st. Just saying
That's a 390 engine
Yes this is true FE, 390, 4V.
It was originally a 320hp “S” code engine.