Well, I happened upon my 'factory' timing marks today, I think. There's a line stamped in the pump as well as one on the timing case. It was so 'right there in front of me' I never saw it Anyway, ASSuming those are factory marks, mine are nearly 1/4'' apart---think this is too far advanced? I was gonna bump it a bit more today till I saw those marks. I'll toss some pics in my gallery friday AM for anyone interested.
greg

 

Those sound like the factory marks. I wouldn't go any farther until you check the timing with a dial indicator and find out where you really are.

 

Yeah, prolly right. Is there a good link for the 'real' timing procedure? Sounds like a cool warm'er' weather project.

 

Not that I know of. To do it right, you need to accurately locate TDC first(timing pin isn't always perfect) by the "valve drop" method. Set it to TDC using the timing pin, then pull the #1 rocker cover, remove the rockers and one valve spring and use your dial indicator on the valve to find TDC. Rig a pointer on the front cover so you have a reference point. Turn the engine a little in each direction to make the valve drop 5-6 mm (number is not important as long as it's the same in each direction) and mark those spots. Exactly in the middle of those two marks is TDC. Call me dirty names if the timing pin drops right in, loosen it up and set it right if it's not so you don't have to go through this again. Put the motor back together and get ready to time the pump.

Timing the pump: in the middle of all the lines on the back of the pump is a plug. Remove the plug and stick the dial indicator in there. Some lines will have to come off. Turn the engine backwards from TDC until the needle on the dial indicator stops moving. Reset the dial to zero and turn the engine forwards until you hit TDC. You want 1.5 mm of plunger lift at TDC. With bigger injectors you can go as high as 1.7 mm.

 

Thanks Dave, that's great info!!...doesn't sound all that hard, really. Maybe I'll try it just to say I did it when I adjust the valves and install new vc gaskets. On a side note, I had to blow some bombing money on a new battery today...voltage regulator took a dump, full fielded the alternator and charged my battery at 19 volts for about 50 miles! Luckily, no explosion, but the battery was so leaky afterwords that I couldn't not replace it. It's a step up from the NAPA commercial battery that was in there--it had 850 cca and 160 min. rc. This one has 950 cca and 205 min. rc.