I noticed in your pic at the other post (the belt off pic)---a dangling HOSE, what is it?
We gotta have no vacuum leaks. They really will not affect timing, but they will affect engine performance and carburetor adjustments!
If you got lines messed up, or you have "OPEN PORTS, S. UCKING AIR" I may can help you with that too. Need good picks of all of it Carb and all Intake Vacuum Ports, so I can tell you what needs changing!
LETS NOT WORRY ABOUT THAT YET---UNLESS YOU CAN CAP OFF ANYTHING S. UCKING OPEN AIR.
OK, JEEP GUY
WARNING---Your Harmonic Balancer is basically a pulley ring pressed over a "Doughnut" sorta dealee, with rubber filler between the 2 pieces, this dampens crank vibrations, your engine produces. UNFORTUNATLY, your timing mark is CUT into the outer RING. If the rubber filler deteriorates (age, heat) the outer ring could slip slightly, making your mark, not being "Calibrated" to the position of number one piston. If this has happened, it will be impossible to correctly set timing. You should replace the balancer. Usually the only way to make this situation work, is just "Setting it by ear, or Winging it" this is not very accurate, but it will run!
THESE STEPS SHOULD WORK, IF-IF-IF YOUR ENGINE WAS RUNNING (Operating), BEFORE YOU START THESE ACTIONS!
Now that you have all necessary/or wanna keep vacuum lines, "updated", and any "open" vacuum ports capped. You have checked the manifold and carb for tight fasteners (Bolts that hold it to the HEAD[S]).
IF WE HAVE A PROBLEM----STOP. LET ME HELP YOU, BEFORE SOMETHING BAD HAPPENS TO YOU OR MR. JEEP!
We are ready to Check and move the timing (if necessary). Then we will check your vacuum lines and tune the carbIF YOU WANT TO!
HERE ARE STEPS TO TIMING ---my numbers are here for you to reference me, Just tell me what Numbers you do not understand
1) Let's stick our head under the front end, find the harmonic balancer, and with a soapstone or piece of chalk, rub the timing mark (chalking the groove) and wiping off the access with your finger. It may be necessary to bump the starter to get the mark to the bottom; the mark is at the rear of the harmonic balancer, closest to the engine. It is a straight cut "Groove or Line", perpendicular to the balancer
2) Let's go to the side with the pointer (driver on a 258, passenger on a 304), on the front of the engine. We are looking at the front of the crank, you should see a "SCALE" (timing marks) Shoot some kinda spray (WD40-purple power etc.) On them, and wipe them off good!
3) Observe the scale, you will not be able to see it all (the water pump is in the way, on a 258) but if you move toward the radiator, you will view enough to learn how it works. (You can maybe see it in your manual, too)(Make sure it's your engine, in the manual!) I will not go too far into: ATDC (after to dead center) or BTDC (BEFORE TOP DEAD CENTER) or TDC (TOP DEAD CENTER)
4) The later, BTDC, is what we are gonna deal with, SPARK BEING INITIATED, ---BEFORE THE PISTON REACHES THE TOP---, on COMPRESSION STROKE.
So just any "PACIFIC OCEAN DWELLER" can understand this, we're gonna refer to this stuff as: The very bottom mark is +2 degrees (ATDC, in my 258 pic)---up a mark, --- (ZERO, TDC--Number 1 piston is at very top of travel, When the Harmonic Balancer Mark CORRESPONDS to this mark).
On a 304, "TDC" is Your "ZERO MARK"
5) In this Pic, My Harmonic Balancer is "serviceable"----Timing (not running for the pic!) Is at "ZERO MARK" (Piston is Top Dead Center [TDC]). Mark below this is "2 Degrees ATDC" ALL ABOVE THE CHALK MARK IS--BTDC
On a 304--Everything below "TDC" is "A" (advance) or BEFORE TOP DEAD CENTER (BTDC) we will only be working with this end of the scale!
6) This PIC is Sorta Opposite on a 304, marks are on the passenger side, Actual "NEEDED" Timing Marks are below the "TDC MARK" (both engines rotate the same direction, if an explanation is needed for reason of the direction)
JUST GETTING YOU FAMILIAR, BEFORE WE BEGIN!
WE ARE JUST STARTING!---I AM CURRENTLY WRITING MORE OF THIS!--BE PATIENT----DO SOME SIT-UPS!
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Tuesday, January 11th, 2011 AT 1:22 AM
