It sounds like the cam is right, you counted the dots. The distributor can go in as many ways as there are teeth in its gear.

If the timing set is installed correctly and the cam is ground correctly, no. You didn't find exact tdc with only the piston stop. You need he degree wheel for that, which you seem to have installed after you thought you found tdc. That is probably why the valve was open slightly.
It wouldn't run 180 out.
Does the degree wheel have instructions? Follow them!


Lawrenceville, GA

The degree wheel was installed first. I used the piston stop turning the engine both directions, and used the degree mark half way between those two for exact TDC. While at TDC on the compression stroke, the contact of the rotor is at #6 on the distributor. It lines up with #1 on the exhaust stroke, which is when the timing dots are "aligned".

If the distributor rotor is pointing at #6 when #1 is at tdc on compression, then it is 180 out. I have trouble believing that because I've never had an engine do anything that I would even remotely say is running when the distributor is off like that. The fact that you have timed the engine is also evidence against it being 180 out.

If you forget about the degree wheel and piston stop and just turn the engine until the valves on #1 , front passenger's side, are closed, and you have clearance between the rocker and valve, is the dot for the cam on the driver's side or the passenger's side? Where does the distributor rotor point?

Something else that can be contributing to your problem is valve train wear. Take a look at all of your adjusting screws. They should all be adjusted very nearly the same. If one is in or out farther than the rest then it is a clue that something is going on with that valve or the related components.


Lawrenceville, GA

With both valves closed and rockers 'loose' on #1, the cam gear dot is on the passenger side at 9;00 and the rotor is pointed at #6.

Then the distributor is 180 out. It should be pointing at 1 when 1 is at tdc on compression.
I'm not sure about the relation of the dots, if 3:00 or 9:00 is compression.


Lawrenceville, GA

Most timing sets for the Y’s have the 12 pins aligned with the #6 cylinder coming up on the compression stroke at TDC. That simply fools you if trying to put the distributor in place thinking #1 is at TDC compression without first checking the lobe orientation first. In these cases, I simply install the distributor with the rotor pointing at #6 in the cap rather than #1 if not going to the trouble of rotating the engine through another revolution.

Lorena, Texas (South of Waco)

I agree with John (Hoosier) on using the existing and well used timing chain and gears when checking the camshaft phasing. This will give a more accurate picture of where the camshaft is sitting now and will help to isolate a potential reason for the lower than normal compression readings. When reinstalling the camshaft, then re-degree the camshaft using the new timing set as manufacturing variances in the new gears can have the cam timing changed up significantly from where you were with the old set.

Lorena, Texas (South of Waco)

Thanks Ted. That makes sense, and it appears to be how it's installed, but I expected to see the rotor pointed towards #1 while at TDC with both #1 valves closed.

Have you checked the damper to insure it hasn't slipped?

Lorena, Texas (South of Waco)