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Best Selling Genuine Ford Distributor Rotors

  • We Stock the following top leading brands, including Standard Ignition, Motorcraft
  • Constantly Updated Inventory of Ford Replacement Distributor Rotor Parts
Standard Ignition
1991 Ford F-250 Distributor Rotor 8 Cyl 5.8L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1991 - Ford F-250 V 8 Cyl 5.8L 351 5753
Standard Ignition
1985 Ford Thunderbird Distributor Rotor 8 Cyl 5.0L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with EEC IV Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1985 - Ford Thunderbird V 8 Cyl 5.0L 302 -
Standard Ignition
1990 Ford Bronco Distributor Rotor 8 Cyl 5.0L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1990 - Ford Bronco V 8 Cyl 5.0L 302 -
Standard Ignition
1986 Ford Bronco Distributor Rotor 8 Cyl 5.8L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor with EEC IV Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1986 - Ford Bronco V 8 Cyl 5.8L 351 5753
Standard Ignition
1988 Ford F-150 Distributor Rotor 8 Cyl 5.8L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Triangular Rotor with EEC IV Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1988 - Ford F-150 V 8 Cyl 5.8L 351 5753
Standard Ignition
1985 Ford LTD Distributor Rotor 8 Cyl 5.0L Standard Ignition

P311-25EE42B    FD-307  New

F981VC , 2A1 , 256 , D214 , 3854218 , 2-3205 , E5TZ-12200A , 23075P , 12329676 , E5TE 12200 AA , E5TE 12200 BA , E5TZ-12200B , 51-5613 , F981 , 4R1088 , 3854218-9 , E6TE 12200 DA , 9-29223 , DR374B , E6TZ-12200F , 4-427

Qty:
$14.52
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with CFI Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Fuel Delivery Type Block Engine CID CC
1985 - Ford LTD FI V 8 Cyl 5.0L 302 -
Standard Ignition
1992 Ford Bronco Distributor Rotor 6 Cyl 4.9L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1992 - Ford Bronco L 6 Cyl 4.9L 300 4917
Standard Ignition
1984 Ford F-150 Distributor Rotor 6 Cyl 4.9L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor Blue Streak Premium Quality Module on Distributor
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1984 - Ford F-150 L 6 Cyl 4.9L 300 4917
Standard Ignition
1986 Ford E-150 Econoline Club Wagon Distributor Rotor 6 Cyl 4.9L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality Module on Distributor
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1986 - Ford E-150 Econoline Club Wagon L 6 Cyl 4.9L 300 4917
Standard Ignition
1986 Ford Mustang Distributor Rotor 6 Cyl 3.8L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor with CFI Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Fuel Delivery Type Block Engine CID CC
1986 - Ford Mustang FI V 6 Cyl 3.8L 232 -
Standard Ignition
1993 Ford Tempo Distributor Rotor Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle
1993 - Ford Tempo
Standard Ignition
1985 Ford Thunderbird Distributor Rotor 4 Cyl 2.3L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Push-On Rotor with EEC IV Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1985 - Ford Thunderbird L 4 Cyl 2.3L 140 -
Standard Ignition
1986 Ford Thunderbird Distributor Rotor 6 Cyl 3.8L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with U.S. Emissions Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1986 - Ford Thunderbird V 6 Cyl 3.8L 232 -
Standard Ignition
1986 Ford Tempo Distributor Rotor 4 Cyl 2.3L Standard Ignition

P311-0411C4E    FD-308  New

33003389 , F983VC , E6AZ-12200C , E6FZ-12200A , E6EE 12200 AA , DR375-A , 12329677 , D213 , 4R1089 , 51-5615 , 4-426 , 56027175 , 12A4 , 255 , 2-3871 , 173-7914 , 23067P , E59E 12200 AB , E6AZ 12200 B , 8933003389 , E59Z-12200A , F983 , ZZM0-24-312 , 56027075

Qty:
$17.04
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Spline Type Rotor Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Fuel Delivery Type Block Engine CID CC
1986 - Ford Tempo FI L 4 Cyl 2.3L 140 -
Motorcraft
1990 Ford Aerostar Distributor Rotor 6 Cyl 3.0L Motorcraft

P311-5A5E2FC    W0133-1698762  New

Qty:
$43.72
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
Brand: Motorcraft
Additional Fitment Information:
Vehicle Block Engine CID CC
1990 - Ford Aerostar V 6 Cyl 3.0L 182 2986
Motorcraft
1986 Ford Tempo Distributor Rotor 4 Cyl 2.3L Motorcraft

P311-5A5E2FC    W0133-1698762  New

Qty:
$43.72
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; with EEC IV
Brand: Motorcraft
Additional Fitment Information:
Vehicle Submodel Block Engine CID CC
1986 - Ford Tempo GL L 4 Cyl 2.3L 140 -
Motorcraft
1997 Ford Thunderbird Distributor Rotor 6 Cyl 3.8L Motorcraft

P311-5A5E2FC    W0133-1698762  New

Qty:
$43.72
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Excludes California
Brand: Motorcraft
Additional Fitment Information:
Vehicle Block Engine CID CC
1997 - Ford Thunderbird V 6 Cyl 3.8L 232 -
Motorcraft
1989 Ford Bronco Distributor Rotor 8 Cyl 5.8L Motorcraft

P311-31C9C21    W0133-1699174  New

Qty:
$37.91
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Push-on
Brand: Motorcraft
Additional Fitment Information:
Vehicle Block Engine CID CC
1989 - Ford Bronco V 8 Cyl 5.8L 351 5753
Motorcraft
1992 Ford Bronco Distributor Rotor 8 Cyl 5.8L Motorcraft

P311-31C9C21    W0133-1699174  New

Qty:
$37.91
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
Brand: Motorcraft
Additional Fitment Information:
Vehicle Block Engine CID CC
1992 - Ford Bronco V 8 Cyl 5.8L 351 5753
Motorcraft
1996 Ford F-350 Distributor Rotor 8 Cyl 5.8L Motorcraft

P311-31C9C21    W0133-1699174  New

Qty:
$37.91
Motorcraft Distributor Rotor
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; with Eddie Bauer Package
Brand: Motorcraft
Additional Fitment Information:
Vehicle Block Engine CID CC
1996 - Ford F-350 V 8 Cyl 5.8L 351 5753

Latest Ford Repair and Distributor Rotor Installation Advice

CarJunky AutoAdvice

timing problem

Showing 9 out of 40 Posts | Show 31 Hidden Posts
Question From heinz57 on timing problem

1981 ford f350 300 in line 6. Bolt that attaches pulley to cam shaft fell out lost belts and ended up with extreme overheating. Replaced bolt, belts, coolant, and oil. Today the engine jumped timing, missing and backfiring. Pulled #1 spark plug and distributor rotor cap is aimed at it. Dropped a wood dowel into cylinder and piston is at bottom when it should be at top. I don't believe this engine has a timing chain, could be wrong, so I'am guessing the bottom distributor gear sheared or some other problem. Could overheating cause the distributor to go bad?

Response From Sidom

There is a lot of unknown variables here. When he says the pulley to the cam shaft I'm assuming he meant the crank pulley (& maybe balancer??) since the cam has no pulley.

He is checking the timing backwards but even so with the rotor pointing at #1 the piston shouldn't be at BDC which I believe he is saying what is happening. I would double check it the normal way. Pull #1 plug, bring it up on compression then put the timing mark on zero by hand, pull the cap & see where the rotor is point. ( RTs way is more accurate and a spun balancer can give you bad test results but it's a little quicker, any questions at all & the v/c cover would have to come off) From what he is say it sounds like it's going to be 90° off.

This being the case since it has no chain and is gear to gear I would 1st pull the dist & check the gear. I don't think I've ever seen gears jump but then again I don't know what came apart on the bottom end, how long it was driven before this problem popped up but it is way easier to R&R a dist than pull a timing cover......

Plus throw in the fact we are talking about a 30 year old 1 ton truck with a straight 6 & who knows how many miles........I think at this point ANYTHING is possible but I would start with eliminating the easy stuff 1st......

Response From heinz57

Engine is a NAPA rebuilt 3 years old and aprox 25,000 miles or so. Until the pulley problem and the over heating the engine has run great needing only about 1/2 quart oil between changes. Will check on the cooling system exhaust checker and bring #1 to TDC and check rotor position if its still off I pull the valve cover and check there. Strange that the engine idles and I can rev it without misses but when in gear it boggs down and backfires??? Appreciate your responses.

Response From Sidom

Ok, I guess I missed the idling part earlier.
I don't know how it runs but if it runs good at idle then the gear hasn't sheared & the timing gears haven't jumped, those would make it run bad all the time....

I would put a vacuum gauge on it and check vacuum at idle, high rpm and under load (in gear) if the vacuum drops close to zero you might have a restricted exhaust system. The backpressure would need to checked or a good backyard trick would be to take the pipe off the exhaust manifold, fire it up and see how it runs in gear, if it runs good then you have an exhaust problem....

Now that you mention this problem I remember years ago I had on old Bronco 351? I had to change the dist in. I put a reman in it and it would idle great & run like crap in gear...... I didn't test anything just got another one & it ran great. I would check the vacuum & back pressure 1st. The only real way you will be able to test the dist or module would be with a scope......

Response From heinz57

Did the compression check and here's what I have:
#1 65
#2 120
#3 90
#4 120
#5 120
#6 120

Real problem with #1 would this be rings, valves, or gasket? Will I still need to do cooling system exhaust check?

Response From Jeff Norfolk

So is #3. You are gonna want to go ahead and pull that valve cover off. Turn the motor over till #1 cylinder is at TDC and see if the valves are closed or not. If they are then take the valve core out of your compression tester and pump some shop air and see where it comes out. If it comes out the cooling system - head gasket or water jacket proble. Out the oil cap - porbable ring. Out the intake or exhaust - valve problem. Good luck

Response From Hammer Time

So is #3. You are gonna want to go ahead and pull that valve cover off. Turn the motor over till #1 cylinder is at TDC and see if the valves are closed or not.

I'm not following you on this. If the firing order is 153624, why would #3 be at TDC the same time #1 is? The crank would have to be turned 240 degrees for #3 to be at TDC.

Response From Jeff Norfolk



So is #3. You are gonna want to go ahead and pull that valve cover off. Turn the motor over till #1 cylinder is at TDC and see if the valves are closed or not.

I'm not following you on this. If the firing order is 153624, why would #3 be at TDC the same time #1 is? The crank would have to be turned 240 degrees for #3 to be at TDC.


I talking about #1. But #3 is a bit of a problem too. He had said that #1 was a problem. I was just commenting on #3 as well.

Response From re-tired

Looks like there's enough faults with this one for everyone to have a piece of the pie. Sounds like we are talking eng if it has indeed gulped a valve.

Response From heinz57

I have never seen the guts of a PCV valve before, now I have. Should of guessed that from their location on the head. Duh! Ford recommend idleing the engine for 30 minutes before doing a compression check which I did and it idled okay with a miss but I found a burnt plug in #3 that may have caused this. I also cranked the engine with the plugs out and could see no evidence of coolant coming out the cylinders. So far, no antifreeze in oil. no bubbling in the radiator ,no vapor from tail pipe and nothing from air check on #1 cylinder. Do I do the air check on all cylinders or just #1? I know this has been a drawn out issue and I appreciate your help and patience.

Response From Jeff Norfolk

Air check is just for the low compression cylinders. But at this point with the loose parts (what ever they are) under the valve cover, that is the place to start. If you have a broken or loose spring then that is your compression problem. Assuming they are from the affected cylinders.

Response From heinz57

I looked up a cutaway of a PCV valve and the loose parts I found on the head are consistent with it. A pintle(loose part I described as a miniture wheel/rim air valve but machined steel), a small spring, a washer and they were straight down from the PVC hole in the valve cover. I have visually checked the valve springs, push rods and the rocker arms and see nothing obivously wrong. The air check of the 2 suspect cylinders reveals nothing. No radiator bubbles, air coming back thru throttle or exhaust. When I bring #1 cylinder to TDC the rotor does point 20-30 degrees away from it. Yet I get a fairly good idle?? Guess I'ma at a crossroad here. What should be my next move?

Response From Jeff Norfolk Top Rated Answer

I would pull the distributor and take a look. At the very least it needs to be timed correct. Probably something else wrong with it though. Put a new PCV in and restabe the distributor if all is ok.

Response From heinz57

That's what I will do. Maybe something will pop up. Will not have fixed anything except the timing. I will let you know what happens. Once again thanks for your help

Response From heinz57

Got it back togather today and drove it for 15- 20 minutes. Engine ran ok, but still running hotter than normal. Checked coolant when done with short run, still full. Is it possible with the overheating that I ruined the sensor? Need to put more miles on it but will not be able to until after holidays. Will post results after I put more miles on it. Thanks again

Response From Tom Greenleaf

"running ok but hotter than normal" ??

Does that mean it is over the range into hot or just showing a higher temp? Run heater and feel the heat or even put a wired remote in a duct - very tell tale of what's really happening. If heater goes cold on you and shows running hot it's probably boiling and vapor even hot doesn't blow heat,

T

Response From heinz57

Just showing higher temp, heater blows hot air. No drop in coolant after 30-40 minute drive. Engine seems to idle ok, but when I put it in gear the engine acts like it's missing but once I accelerate it runs fine. I think next is a leak down test. Still feel have a valve related problem.

Response From heinz57

Replaced distributor and now cannot get it started. Compression check all cylinders within 10%. Checked valves, rockers, push rods ok. #1 cylinder at TDC rotor pointed at #1. Cranks but no start. Have fuel & spark?? Moved Distributor one tooth either side of TDC. Some backfire but it will not start??

Response From re-tired

Are you making sure when setting #1 cylinder to TDC that you are on TDC COMPRESSION STROKE ?

Response From Tom Greenleaf

For archives this engine does use a timing chain............

/

Tom

Response From Hammer Time

No Tom, it doesn't. It has gears.

Response From re-tired

Quess that makes me the tie breaker . Sorry Tom , but that eng for that year is gear to gear.




H57 , One last try . If you still have the setup as in your last post., ie cant turn clockwise enough. leave wires alone . Take note of where dist rotor is pointing . carefullly lift dist up and turn rotor COUNTER CLOCKWISE one tooth . this should get you enough adjustment. GOOD LUCK

Response From heinz57

Moved back one notch and now have full range of adjustment. Thanks for staying with me on this, I couldn't have done it without your help. If ever a next time I will know exactly what to do.

Response From re-tired

WEll we certainly earned our 6 figure salaries on that one guys.
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6 figure ......as in $ .ooooo1

Response From heinz57

Finally got it to start but have distributor in full clockwise position with no adjustment from there and a fast idle. Move it 5 degrees and it dies. Engine turns over hard before starting, so something is still not right. Apreciate your help.

Response From Hammer Time

Did you ever visually see the failure. This sure sounds like a timing chain out of time.

Response From heinz57

This engine has no timing chain. Where to go? Sure sounds and feels like a timing issue. As I said before I have no adjustment in the distributor range, one position or it will not run. Would a bad valve cause a timing problem? When I put it in gear and hold the brake it shakes like a miss but accelerates ok and seems to hits on all 6. We have emissions testing for the first time this year and it failed at (1,200 rpm) idle with hi HC, unburned gas but passed hi idle (2,500).

Response From Hammer Time

It has timing gears but they can wear out too. You can always move all the wires over one position but make sure you haven't overlooked something else first.

Response From heinz57

If not a valve problem I might have to move the wires. Not sure I know how to do that but it is worth a try.
Do you pick a cylinder the rotor is pointing at and make that #1?

Response From Hammer Time

If you can't turn the distributor enough to get it in time, then you either have to move the distributor one tooth or move all the wires back one position. Moving the distributor would be better as it wouldn't confuse people trying to figure out the correct wire position in the future.

Response From heinz57

Moving the wires is worth a try. I've had the distributor in and out 20-30 times trying different gear teeth, going below TDC and above TDC by varying degrees.
Firing order is 1-5-3-6-2-4 . So I would make 5 1, 5 3, 3 6 etc. Is that right? I can always switch it back and try moving distributor one tooth again.

Response From Hammer Time

I'm beginning to believe that you are not experienced enough for this job and you should let the professionals do it for you. You have managed to turn a simple distributor installation into 2 pages of help and you are no closer now than you were when you started.

Response From heinz57

Pulled all plugs turned engine by hand and used dowell to find TDC, same time marked damper and motor, used finger in plug hole until blew out, all three match up. Do have to bump starter to get gears to mesh, do this with gears only partially engaged and rotor pointed to #1. Have replaced two other distributors in Ford 300 6l and never had this problem.

Response From re-tired

Just want to be sure . the wsy you wrote it is out of order... With plugs out ...turn eng by hand with finger in #1 spark plug hole...........as soon as you feel air pressure STOP....insert your dowel in #1 cyl and Slowly continue turning eng till piston is all the way up.THis is TDC #1 cyl compression stroke . timing mark on balancer should be at "0" using the starter has no bearing on the meshing of gears.

Response From heinz57

I did get the schade valve out, just a few rough threads. When I do the air do I do all cylinders or just #1? When I took the valve cover off I found loose parts on the head!! Is there a way to send photos. I will try to describe them but they are nothing I recognize as parts of valves, rocker arm or anything related to the head. Washer, spring and solid machines piece shaped like a rubber valve stem tire rim. I did push air into #1 and get nothing. Thanks for your help.

Response From Hammer Time

WOW, If you have a loose valve spring in there, then you have big time problems. That would mean the valve retainer came out of the valve and the valve would have dropped into the piston................. engine toast. I would have expected banging noises in the engine though.

The best way to post pictures here is to use an image hosting sight and they will supply a link to post here that makes the image show up here.

Response From heinz57

Thanks for the quick reply.
Valve is not removeable on my guage. Will have to get leak down tester. Harbor Frieght has one for less than $40.00. For got to mention #3 had burned up a new plug in about a week ???

Response From re-tired

How do you know that eng has jumped time ? Have you done a compression test . A blown head gasket from over heating is a possible cause of rough running. To check the valve timing you neeed to pull the valve cover. Turn eng over by hand .When the piston is at its TDC AND both valves are closed (WATCH ROCKERS FOR #1, BOTH WILL BE LOOSE). Now rotor should be at #1 plug wire.

Response From heinz57

This is a bit more than rough running. When in gear it bucks and backfires and barely crawls. I know when replacing a distributor you aim rotor cap to number 1 cylinder with the piston at TDC. I currently have the rotor aimed at number one cylinder with the distributor still bolted down after shutting the engine off and the piston is at bottom of the cylinder. Because of the backfiring I had guessed a timing issue. There is no coolant in the oil, although coolant is down alittle and it has been running hotter than normal. Plugs are burning normal and there is no blue smoke or condensation at the tail pipe. Next I will do a compression check. Thanks for the response

Response From Jeff Norfolk

I would still be looking at a head gasket issue or the like. Just because there is no visible coolant in the oil doesn't mean there isn't a problem. Coolant low and running hotter then normal after a overheat issue is troublesome. Especially with the performance problems you are having. You can borrow a cooling system exhaust gas checker from your local auto parts store. This will tell the tail.

starting problems

Showing 2 out of 17 Posts | Show 15 Hidden Posts
Question From chucky1997 on starting problems

i have a 1974 ford 302 engine, and it won't fire. The engine cranks over, but no spark to the spark plugs. The engine is getting gas, and all the spark plugs are new. I have replaced the ignition coil, ignition module, and the magnetic pickup in the distributor. please help.

Response From Tom Greenleaf

'74 was first year for electronic ignition for most real Fords (a couple models were foriegn with just a Ford nameplate) whatever this is. Modules plugs had I think either a yellow or blue connector and wrong one wouldn't work but I think fit?

What brought on this problem?

T

Response From chucky1997

I just walked out to the garage one day. And it just kept cranking. But no fire. So I talked to a few mechanics I know and they problem shot for a while which ended up in those various parts I talked about being replaced. And yes it has an electronic ignition in it.

Response From Tom Greenleaf

I guess you want to keep what this is a secret but not totally important. Does the rotor in cap even turn when cranking? These under my watch either failed something right when new or lasted forever. Pick up coil in dist in newer EI set ups anyway you had to remove a spacer held with a roll pin, then gear that didn't want to come off and frequently broke.

Just one, the roll pin sheared off and dist didn't turn. Another just recently the nylon cam gear of timing chain completely disappeared so no dist turning properly or close but that one did make erroneous sparks,

T

Response From chucky1997

It is a 1970 ford Torino. And if the rotor is not turning, what could be the problem. Not saying the rotor isn't turning but I'm just not sure if it is right now.

Response From Tom Greenleaf

Gear at bottom of distributor turns the shaft via the camshaft. If cam can't turn the dist can't turn. If roll pin holding gear of dist shaft is freewheeling it either wouldn't turn at all or be so off no spark. You might be able to just take cap off and see if rotor turns without engine running in your hand.

You've swapped engines to a 1970 which all were wired for a point distributor. Whatever wiring was done to run EI to a module now is all in question never mind trauma of swapping engines pulling on, bumping wires etc.

If rotor isn't turning for any reason engine cranks funny if cause by cam gear being off but would still probably show power to distributor as directed by ignition switch,

T

Response From chucky1997

The wiring is fine because it ran like a charm two weeks ago. It just recently wouldn't start. And the engine doesn't crank funny. It sounds like it should and turns like it should. I will have to check out the rotor though and see if it is turning. Do you think it could possibly be a bad ignition switch?

Response From Tom Greenleaf

Just because it ran two weeks ago means nothing. You are loaded with ~40+ year old wires, plugs and haven't bothered to tell me/any of us what the heck it is yet or check to see if the rotor even turns either by hand or watching it and keep posting. This is going nowhere fast. The sound of it cranking is tell tale of no compression with timing chain issues or totally broken. I doubt an untrained ear would know that sound.

No point in this until you begin to rule things out,

T

Response From chucky1997

You have no idea how trained the ears have been that have checked out this engine. One has 60+ years of experience completely rebuilding cars and engines from the ground up. And another has 40+ years of the same. I came on here for suggestions. Not to chat with someone who is condescending. And the car isn't with me right now in order for me to check. And as far as ruling things out, I've ruled out half the ignition system. And all the plugs and wires are brand new installed by professionals. You need to stop commenting. Unless you have half way useful suggestions.

Response From Hammer Time

One has 60+ years of experience completely rebuilding cars and engines from the ground up. And another has 40+ years of the same.


So.... in other words ............. he's right.

You have back yard, shade tree DIYers that are not employed in this business looking at the car.

Careful how you run your mouth around here. You won't last long.

Response From chucky1997

You had better recheck your information. I never said the people looking at it weren't employed in the automotive industry. They have been, and a couple still are. And your exactly right, so far you both have criticized my professionals, and have offered terrible advice. And as far as finding the problem with the spark goes, there are at least fifteen different things that could have gone bad. I challenge anyone to find the problem and solution in less than a week without replacing some of the things we've replaced.

Response From Discretesignals

I guaranty you that I could find the culprit in less than 2 hours using a lab scope and a wiring diagram.

Response From Hammer Time

I guaranty you that I could find the culprit in less than 2 hours using a lab scope and a wiring diagram.

I'm sure of that. I'm sure I could too, probably wouldn't even take 2 hours. The system doesn't get any more basic. Any diagnostic tech that couldn't figure it out in 2 hours shouldn't be employed there.

Response From chucky1997

I'd love to continue this pissing contest, but some of us actually have lives to attend to.

Response From Discretesignals Top Rated Answer

We'd love to assist you in finding your problem, but you have to be at the car.

You already have one thing you need to check: distributor rotor rotation.

The other things are mainly power, ground, signal, and coil control tests.

Have they done any electrical tests before slapping a bunch of stuff on it?

Does this have the Duraspark II system?

Response From chucky1997

Sure you could, slick.

Response From Discretesignals

Total of 100+ years experience working on cars and they can't figure out a simple no spark on a Duraspark ignition?

1987 Ford 460

Showing 2 out of 4 Posts | Show 2 Hidden Posts
Question From rarmer on 1987 Ford 460

We have a 1987 Ford 460 automatic in a Motorhome (Tioga by Fleetwood). it runs OK until you hit 55 mph then it starts cutting out and back firing. it will not go over 55 mph (up hill or down). So far we have put in a new carburetor, changed the fuel filter, rotor, distributor cap, plugs, wires and check the timing, and have flushed out the fuel tank with a pressure washer and air hose to make sure there wasn't anything in the tank.. Any idea on what else our problem could be??

Response From Hammer Time

If you are getting backfiring, that will pretty much eliminate exhaust back pressure. It sounds like it getting fuel starvation at those speeds. What you have to remember is that electric fuel pumps push fuel but the mechanical fuel pump used with a carb suck fuel so if you have any rotted fuel lines anywhere, either metal or rubber, it will draw air instead of fuel but never leak.I would test the fuel pressure and volume at the carb to see what you have.

Another way to confirm this is to use a 5 gallon can of fuel in the van with you and hook the line directly to the fuel pump so it draws from the can and road test it that way. If the problem is gone, replace all the fuel lines.

Response From kev2

basics

Using a vacuum gauge - see if there is an exhaust back pressure issue. Need instructions?
Observe that the Carb linkage, is going full open- 'butterflys' opening?
- there were some governors used on these carbs - let us know which model.
You did the fuel filter - might want to look at pump for pressure & volume

Response From Tom Greenleaf Top Rated Answer

? "Backfiring" That would prompt me to check valve timing or maybe distributor shaft and gear not common but can slip on roll pin.


Timing chain at the age is in question to me. I'd check (engine off) with timing pointer right where you can see it at TDC and see how many degrees it can be turned by the crank bolt before distributor rotor turns. Get chain tight by turning one way then the other. If you see 5 degrees lost that's a reason to investigate - trust me,


T