Progress on my truck problems
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Progress on my truck problems
Well, still having problems with my 1984 F150. So far the following things have been done:
New plugs, Dist cap & rotor
New stator assembly in dist.
Overhauled carburetor
New coil, plug wires
Clean used gas tank, new fuel line from the tank
New fuel pump
Converted to Duraspark 2, with new module
After replacing the stator, it is now cranking like it would, as if the ignition timing is way off. I did not remove the dist to replace the stator, I re checked and #1 is at TDC on the compression stroke. Compression is very good I noticed , a red wire with yellow hash marks, coming out of the Duraspark harness, has a grey female plug on it. . I am at a loss here, What am I missing ??
New plugs, Dist cap & rotor
New stator assembly in dist.
Overhauled carburetor
New coil, plug wires
Clean used gas tank, new fuel line from the tank
New fuel pump
Converted to Duraspark 2, with new module
After replacing the stator, it is now cranking like it would, as if the ignition timing is way off. I did not remove the dist to replace the stator, I re checked and #1 is at TDC on the compression stroke. Compression is very good I noticed , a red wire with yellow hash marks, coming out of the Duraspark harness, has a grey female plug on it. . I am at a loss here, What am I missing ??
Lead Driver
Joined: Nov 2013
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The quick way to check if the timing is the problem: Pull the center cable from the distributor. Ground this cable. This completely disables the ignition and eliminates any influence of improper timing. Now try cranking the starter. Obviously the engine won't start, but for the moment we are only concerned with cranking speed. If the starter speed returns to normal, the ignition timing was too advanced. If no change, the timing wasn't the problem and you'll want to work through this for slow cranking speed:
https://www.ford-trucks.com/forums/1...w-starter.html
No idea, but this sounds rather personal. Let's stick to talking about trucks.
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Senior User
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The quick way to check if the timing is the problem: Pull the center cable from the distributor. Ground this cable. This completely disables the ignition and eliminates any influence of improper timing. Now try cranking the starter. Obviously the engine won't start, but for the moment we are only concerned with cranking speed. If the starter speed returns to normal, the ignition timing was too advanced. If no change, the timing wasn't the problem and you'll want to work through this for slow cranking speed:
https://www.ford-trucks.com/forums/1...w-starter.html
No idea, but this sounds rather personal. Let's stick to talking about trucks.
https://www.ford-trucks.com/forums/1...w-starter.html
No idea, but this sounds rather personal. Let's stick to talking about trucks.
Starter is also new, new starter solenoid and has a new 1025 cranking amp (850 CCA) battery. But I will check as you suggested
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Joined: Jan 2001
Posts: 57,005
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From: Virginia
How are you checking compression on #1?
Once you find the compression stroke on #1, what are you doing then, what are you setting the timing mark at?
What do you do then? Pull the cap and see if the rotor is point to #1 wire correct?
#1 is the front cylinder correct?
Just checking every little move to make sure you are not missing something
You need to also check the firing order. Check to see which direction the rotor turns when the engine is cranked. After you do all the above, you should know which terminal wire is #1. Find on the internet what the firing order is, and then starting with #1, make your way all the way around the cap, making sure each wire goes to the proper cylinder according to the proper firing order.
Once you find the compression stroke on #1, what are you doing then, what are you setting the timing mark at?
What do you do then? Pull the cap and see if the rotor is point to #1 wire correct?
#1 is the front cylinder correct?
Just checking every little move to make sure you are not missing something
You need to also check the firing order. Check to see which direction the rotor turns when the engine is cranked. After you do all the above, you should know which terminal wire is #1. Find on the internet what the firing order is, and then starting with #1, make your way all the way around the cap, making sure each wire goes to the proper cylinder according to the proper firing order.
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How are you checking compression on #1?
Once you find the compression stroke on #1, what are you doing then, what are you setting the timing mark at?
What do you do then? Pull the cap and see if the rotor is point to #1 wire correct?
#1 is the front cylinder correct?
Just checking every little move to make sure you are not missing something
You need to also check the firing order. Check to see which direction the rotor turns when the engine is cranked. After you do all the above, you should know which terminal wire is #1. Find on the internet what the firing order is, and then starting with #1, make your way all the way around the cap, making sure each wire goes to the proper cylinder according to the proper firing order.
Once you find the compression stroke on #1, what are you doing then, what are you setting the timing mark at?
What do you do then? Pull the cap and see if the rotor is point to #1 wire correct?
#1 is the front cylinder correct?
Just checking every little move to make sure you are not missing something
You need to also check the firing order. Check to see which direction the rotor turns when the engine is cranked. After you do all the above, you should know which terminal wire is #1. Find on the internet what the firing order is, and then starting with #1, make your way all the way around the cap, making sure each wire goes to the proper cylinder according to the proper firing order.
2: The rotor is pointing directly at the #1 terminal on the cap
3:Firing order is 1-5-3-6-2-4 clockwise rotation, all wires routed correctly
4:Am setting timing mark at the "0" on the timing tab
5: Am checking compression as you normally would, finger over the #1 plug hole, bumping starter till compression pressure is felt at the hole
Moderator
Joined: Jan 2001
Posts: 57,005
Likes: 2,750
From: Virginia
Make a note where the dist is, and then turn it a little bit one way and try it, and then the other way and try it. See if it's better turning it a certain way. You are getting uneven cranking and some spitting/backfiring from the carb now correct?
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[QUOTE=Franklin2;18486626]Make a note where the dist is, and then turn it a little bit one way and try it, and then the other way and try it. See if it's better turning it a certain way. You are getting uneven cranking and some spitting/backfiring from the carb now correct?[/QUOTE
Spitting yes, no backfire
Spitting yes, no backfire
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Firing order diagram from my Haynes manual
Photo I found on google search, from F150.net, used this to run the wires
On the subject of firing orders, am attaching a photo of the diagram in my Haynes manual, and one I found on Google, was from F150.net. Used the one found on Google to set my firing order. It was running on that one, but had the very rough idle
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Joined: Jan 2001
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From: Virginia
They are all the same as far as firing order. The only thing different is the orientation or the "starting" position of #1. As long as the rotor is pointing to #1 when #1 is at the top compression stroke, it doesn't really matter where #1 is on the cap, in theory. What matters is where the vacuum can sticks out on the dist, it could come around and hit the engine or something else, preventing you from setting the timing.
P.S. I hope you are not setting #1 on the comp stroke, and then pointing the rotor to #1, and then moving the dist to try and match one of those diagrams above for position. Once you set the rotor to point to the correct #1wire, leave it, only tweaking it slightly to set the timing.
If you do not like the way the dist is setting in the engine and point to #1 wire, all you have to do is spin the dist around to where you want it, and then pull the cap up and unplug the wire from the cap and plug the wire back in to the cap where #1 is pointing. Then move all the other wires around the cap in the correct firing order.
P.S. I hope you are not setting #1 on the comp stroke, and then pointing the rotor to #1, and then moving the dist to try and match one of those diagrams above for position. Once you set the rotor to point to the correct #1wire, leave it, only tweaking it slightly to set the timing.
If you do not like the way the dist is setting in the engine and point to #1 wire, all you have to do is spin the dist around to where you want it, and then pull the cap up and unplug the wire from the cap and plug the wire back in to the cap where #1 is pointing. Then move all the other wires around the cap in the correct firing order.
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Went out this evening,and I moved the dist counter clockwise just a touch, no change. First few cranking revolutions, starts off normal, then acts like low battery, then normal cranking speed. All new cables, new starter, relay and battery. Also it will not fire, has spark, fresh fuel very good compression. I am stumped here, as to what the problem is or what to try next.
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Joined: Nov 2015
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From: Angier, NC
Did the normal crank then slow crank then normal again happen after you turned the dist. counter clock wise?
If so turn it back where it was and a little more and give it a try.
You are vary close and it should run if it cranks normally. If you hold the throttle open a little when starting what happens.
Dave ----
If so turn it back where it was and a little more and give it a try.
You are vary close and it should run if it cranks normally. If you hold the throttle open a little when starting what happens.
Dave ----