I have a 91 Dodge Shadow vert that I picked-up for $100 bucks that had a blown headgasket. When I brought it home I was able to drive it into the driveway and get it where I needed to do the gasket job.
No sooner than I got it back together and was attempting to start it the fuel pump took a crap. Replaced it and was able to get the engine to fire, but it doesn't seem right.
I understand that when you line up all the static timing marks, i.e. cam gear, intermediate shaft gear and crank, that the distributor drive is parallel to the block/crank.
When I initially put the head back on and lined up the marks the only way I could get the thing to start was to turn the distributor as far counter-clockwise as I could get it, but it would not rev beyond 2000 rpm.
When I do get it to run it runs ok, but when it warms up I am unable to restart.
I pulled the timing belt cover off and double checked everything and found that I was one tooth off on the cam gear and one off on the I-shaft. Reset everything and the same again, the rotor points directly to the front of the engine parallel with the crank. I was again able to fire it up but only if the distributor was adjusted as far counterclockwise as I could get it - basically getting the rotor to point directly at the number 1 post on the distributor.
My understanding is that it should run if all the marks are set appropriately and the flat side of the distributor is adjusted such that it is parallel with the crank - if I do that there is about a 40 degree difference between the rotor at tdc and the cap if it is parallel. Again I am only able to get it to run if I have the rotor pointing directly at the #1 on the distributor. This causes me not to be able to adjust the distributor to set the timing at 12 BTDC
- I can't get the timing mark to appear in the window, and like I said above, and it won't start after it warms up.
This is the third dodge 2.5 I have worked on (i.e., head replacement, timing belt, head gasket) and it is the first one I have had any trouble with.
Can anyone provide any information on how to correct this?
I am tempted to readjust the I-shaft so that when the crank and cam are at TDC the rotor points #1 when the flat side of the distributor is parallel to the crank so that I have some adjustment.