L-134 Static Timing - CJ-2A
L-134 Static TimingSTART"Timing" the L-134 is frequently an issue.More often than not, it is because theflywheel and/or oil pump have beeninstalled incorrectly (see "TechnicalDetails", page 16).When installed incorrectly, the "factory"procedures/instructions for timing areINVALID. Not to worry, the engine canstill be "timed", and will run fine. Thisdocument will get you through theprocess.The procedures here are independent ofeach other, but must be done in the ordershown. ie., skip over those you'realready familiar with, or have alreadyaccomplished.Install theDistributor(page 2)Adjust BreakerPoint Gap(page 3)Set BreakerPoint Timing(page 4)The first three are relatively simple. Onlythe "Spark Plug Wires" step requiresmuch mental effort or manual dexterity.Additional descriptions/explanations areat the end of the document, referencedfrom w/in the flow charts.Route the SparkPlug Wires(page 10)start your engine !FINISHPage 1
L-134 Static TimingInstall the distributorINThe end of the oil pump shaft has anoffset slot. The end of the distributorshaft has an offset tab to match the oilpump offset slot.Look down the distributor hole. Notethe position of the oil pump offset slot.Remove the distributor cap.Hold the distributor so the offset tab isaligned approximately the same as theoil pump slot.Install the distributor in the block. Turnthe distributor shaft slightly back-andforth until the offset tab drops into theoil pump slot.Crankshaft position isIRRELEVANT for thisstep. The distributor willONLY fit in ONE WAY.(see "Technical Details"page 16)Seat the distributor body flush to theblock mating surface.Return topage 1Page 2
L-134 Static TimingAdjust breaker point gapINIf they're not already, removedistributor cap & rotor, loosendistributor clampRotate distributor body approximatelyto the orientation shown at left:Cap clips @ 3 & 9 o'clockOiler @ 1-2 o'clockFurther rotate distributor body untilpoints rubbing block is on highestcorner of closest breaker cam lobe.This page applies ONLY toOEM distributors withmechanical breaker points.If you have an "electronic"distributor (Pertronix Ignitor,Crown distributor, etc.) SKIPTHIS PAGESnug hold-down clamp finger tight.Adjust breaker point gap to .020"Return topage 1Page 3
L-134 Static TimingSet breaker point timingINIf they're not already, removedistributor cap & rotor, loosen holddown clampAlign "IGN" or "5º" flywheel timingmark in engine plate timing windowRotate distributor body toapproximately the correct orientation:oiler @ 1-2 o'clockcap clips @ 3 & 9 o'clock(see photo on page 3 for example)There are many ways to perform this see "When do Points Open" (page 5)Norotate distrubutor body CounterClock Wise until points are closedare pointsclosed?Yesrotate distributor body Clock Wiseuntil points just barely open.It DOES NOT MATTERwhich cylinder is at the"IGN" point here. It isirrelevant.tighten distributor hold-down clampReturn topage 1Page 4
When do the Points Open?L-134 Static TimingINPick a methodUsing anOhm MeterUsing aFeelerGaugeUsingBreakerPoints ArcUsing aPlug Sparkgo topage6go topage7go topage8go topage9Page 5
Using an Ohm MeterL-134 Static TimingINUse an ohm meter, either on the lowest "ohms" scale, or the "continuity" setting.A meter with an "audible" continuity alarm works best. Use leads w/alligator clipsif you have them.TURN IGNITION OFF!(or disconnect cable from battery)Disconnect the condenser(if it won't change the point gap)Clip one meter lead to the distributor input terminalClip the other meter lead to to distributor body (bare metal)NoRotate distributor body Counter ClockWise until meter reads ZERO ohms, or"audible" signal sounds off.meterreadingZERO?YesRotate distributor body Clock Wiseuntil meter just reads INFINITE ohms,or "audible" signal goes silent.Return topage 4Page 6
Using a Feeler GaugeL-134 Static TimingINUse a very thin feeler gauge: .001, .002, .003" max. If you don't have feelergauges, use a narrow strip of very thin plastic or paper(cheapo "generic" sandwich baggies are only .001-.002" thick. Cigarette packwrap is also very thin)TURN IGNITION OFF!(or disconnect cable from battery)NoRotate distributor body Counter ClockWise until points fully closeare pointsclosed?YesManually open breaker points, andinsert feeler gauge between contactsApply slight pull on the feeler gaugeRotate distributor body Clock Wiseuntil feeler gauge just slips out undertensionReturn topage 4Page 7
Using Breaker "Arc"L-134 Static TimingINIn the absense of ohm meter & feeler gauge, you can use the electrical systemitself. You look and/or listen for an "arc" w/in the breaker contactsDisconnect the condenser(if it won't change the point gap)Ensure a good ground path from distributor body to engine block(if grounds are in doubt - use a jumper wire from distributor body toa known good ground, or battery negative terminal)are pointsclosed?NoRotate distributor body Counter ClockWise until points are fully closedYesTURN IGNITION ON!Rotate distributor body Clock Wiseuntil you SEE or HEAR the points "arc"TURN IGNITION OFF!reconnect condenserReturn topage 4Page 8
Using a Plug "Spark"L-134 Static TimingINAnother way to use the electrical system itself: generate a real sparkEnsure a good ground path from distributor body to engine block(if grounds are in doubt - use a jumper wire on distributor body)Insert a plug wire & spark plug into the COIL SECONDARY TERMINALEnsure the spark plug body is adequately grounded to conductive metalon the head, block, or some other convenient spot.are pointsclosed?NoRotate distributor body Counter ClockWise until points are fully closedYesTURN IGNITION ON!Rotate distributor body Clock Wiseuntil you SEE or HEAR a plug "spark"TURN IGNITION OFF!Return topage 4Page 9
Route spark plug wiresL-134 Static TimingINSee"Who Needs This"(page 17)Pick a method"Quick & Easy""Get it right thefirst time"go topage11go topage13Page 10
Run plug wiresL-134 Static Timing("Quick & Easy" method)INkocstinstall rotor, distributor cap &spark plug wires. Begin with ANYdistributor cap post, as long asfiring order is correct:1-3-4-2 Counter Clock Wiseeg.does itstart?re-clock plugwires 90º CCWSUCCESS!NoNotried it 4times?YesOther issuesneed resolvedbefore timingYesgo topage12FAILED!Page 11
frompage 11L-134 Static TimingAlright! the engine runs!Now to determine how the oil pump &flywheel are installed:Draw a diagram of the distributor cap, andmark each post with the correspondingspark plug wire, AS YOU HAVEINSTALLED THEM!stockIf your plug wires aren't close to "stock"locations, the oil pump was indexedimproperly. This is NO BIG DEAL, it runsfine any way, but KEEP YOUR CAPDRAWING for future reference.Manually turn the crank over until thetiming marks are aligned in the windowRemove the distributor cap. UsingYOUR cap drawing, note which plugwire post the rotor is pointing atFlywheel is 180º off.Use #2 spark plugfor future timingreference.Nopointing at #1or #4 plug?YesFlywheel is correct.Use #1 spark plugfor future timingreference.Return topage 1Page 12
Run plug wiresL-134 Static Timing("Right the 1st time" method)BeginRemove distributor cap, Install rotorRemove #1 spark plug (or ALL plugs for easiest cranking)Set both throttle & choke WIDE OPENrotate crankshaft until TDC flywheel mark is lined upMAKE A DRAWING OF ROTOR POSITION!put thumb or finger over#1 spark plug holequickly turn crankshaft about 90ºclockwise (viewed from front)feelsuction?Discard any previous rotordrawing !YesFlywheel correct!NoRotate the crankshaft theremaining 270º until TDCmarks line up again.feelpressure?YesFlywheel wrong(180º off)NoNotriedtwice?YesOther issuesneed to beresolved firstFAILED!go topage15go topage14Page 13
L-134 Static Timingfrompage 13You arrived here because you felt suction at the #1 spark plug hole.That means #1 cylinder is ON the Power stroke, and has just gone pastTDC on the Compression stroke.You had previously MADE A DRAWING of where the distributor rotor waspointing at the time. Now MAKE A NOTE on that drawing:That distributor cap location is where #1 spark plug wire goes!Install the distributor capPut #1 plug wire in the POST POINTED AT BY YOUR ROTOR DRAWINGInstall the remaining plug wires 3-4-2 order Counter Clock Wise.If your plug wires aren't close to "stock"locations, the oil pump was not indexed"according to the manual".ckstoThis is NO BIG DEAL, it runs fine anyway, but KEEP A DRAWING OFYOUR CAP & WIRES for futurereference.Return topage 1Page 14
L-134 Static Timingfrompage 13You arrived here because you felt pressure at the #1 spark plug hole.That means #1 cylinder is ON the Compression stroke, and #2 cylinder hasjust gone past its own TDC compression (and is now on it's power stroke)You had previously MADE A DRAWING of where the distributor rotor waspointing at the time. Now MAKE A NOTE on that drawing:That distributor cap location is where #2 spark plug wire goes!Install the distributor capPut #2 plug wire in the POST POINTED AT BY YOUR ROTOR DRAWINGInstall the remaining plug wires 1-3-4 order Counter Clock Wise.If your plug wires aren't close to "stock"locations, the oil pump was not indexed"according to the manual".stockThis is NO BIG DEAL, it runs fine anyway, but KEEP A DRAWING OFYOUR CAP & WIRES for futurereference.Return topage 1Page 15
L-134 Static TimingTechnical DetailsUnlike contemporary engines, the L-134 has two mechanical idiosyncracies that can causeconfusion if parts are not installed "according to the manual" during engine rebuild or partsreplacement.The timing marks are on the FLYWHEEL (not the front pully as on most modern engines), soflywheel mounting determines which cylinder can be used with a timing light.The flywheel can be mounted to the crankshaft in 2 opposite orientations:1) Correctly (according to "factory" procedure) - In this case, the "TDC" timing marks apply to#1 & #4 cylinders as per the "factory manual".2) Incorrectly (NOT according to "factory" procedure) - In this case, the "TDC" timing marksapply to #2 & #3 cylinders.The oil pump drives the DISTRIBUTOR (in many modern engines it's the opposite: thedistributor drives the oil pump).The oil pump gear has 12 teeth, so it can mesh with the camshaft gear in ANY ONE of 12positions. But due to an offset slot, the distributor ONLY FITS THE OIL PUMP ONE WAY!When the oil pump is installed according to "factory" procedure, the #1 spark plug wire fits thedistributor cap at about the 5 o'clock position.When the oil pump is installed WITHOUT regard to the "factory" procedure, then the #1 spark plugwire can end up at ANY ONE OF THE OTHER 11 "WRONG" POSITIONS!NEITHER OF THE ABOVE prevents the engine from running. If either flywheel or oil pump isinstalled off-spec, it simply means you CANNOT use the written procedures in the "factory"service manuals.You just have to determine how your engine assembly differs from "factory standard", make a noteof the difference, and keep it for future reference.Page 16
L-134 Static TimingWho Needs This ?This document is intended for those situations when the flywheel and/or oil pump installation areUNKNOWN, SUSPECT or KNOWN TO BE WRONG.If you KNOW FOR A FACT that your flywheel is been installed correctly, and your oil pumphas been indexed correctly, this document is not needed. Just run your plug wires according tothe service manual illustrations (#1 wire at 4-5 o'clock position, 1-3-4-2 CCW firing order).If you KNOW or SUSPECT that either flywheel or oil pump are NOT correct, you have 2 choices:! re-install them per the "factory" manual (labor intesive, and NOT necessary), or .! live with them as-is, just "do what it takes to get the engine running"There are 2 ways to "do what it takes to get the engine running":1) The "quick & easy" way: FIRST get it running, THEN figure out the "details":This is a "Trial-and-Error" approach. The plug wires can only be installed 4 possible ways.ONE of them WILL be correct. You just have to try each possible orientation, in turn, until youhit upon the "correct" one.You run the risk of having it wrong to begin with, and getting backfire, but .You DO NOT NEED TO KNOW:! if the flywheel is on right or wrong! if the oil pump has been indexed correctly! what cylinder is "on the compression stroke"2) the "get it right the first time" way: FIRST figure out the "details", THEN get it runningThe "Get It Right The First Time" way is a methodical approach. It takes more time, but there'sno "trial-and-error" involved, it is "right on" the first time.You WILL first determine which cylinder is on a compression or power strokeAfter using either method above, you'll have all the answers to the "Flywheel", "Oil Pump" and"Spark Plug Wiring" questions.Page 17
L-134 Static Timing Align "IGN" or "5º" flywheel timing mark in engine plate timing window are points closed? rotate distrubutor body Counter Clock Wise until points are closed rotate distributor body Clock Wise until points just barely open. Set breaker point timing
134-1400 LS EP Switch 265-1002 134-1402 LS EP Switch 265-1006 Original Part No. Mfg. Description Part No. 134-1403 LS EP Switch 265-1005 134-1404 LS EP Switch 265-1002 134-1405 LS EP Switch 265-1004 134-1406 LS EP Switch 265-1003 134-1407 LS EP Switch 265-1006 134-1452 LS Pressure Elec. Switch 134-1451 134-1456 LS Pressure Elec. Switch 134-1451 .
22913553 m adamowicz jorge alberto 134 668 6219298 f adaro tomasa petrona 134 668 36905048 m addamo marcos eduardo 134 668 35232822 m addamo maximiliano nicolas 134 668 . 45073074 f aguilera rocio 134 668 111423 f aguilera julia delia 134 668 46689312 m aguilera joaquin 134 668 38937886 m aguilera fernando 134 668
timing pulleys timing pulleys with pilot bore type mxl - xl - l - h - xh page 4 export timing pulleys type xl - l - h page 20 taper-lock timing pulleys type l - h page 29 htd timing pulleys with pilot bore type 3m - 5m - 8m - 14m page 38 htd taper lock timing pulleys type 5m - 8m - 14m page 54 gt timing pulleys type 3mr - 5mr page 65 poly chain gt timing pulleys
Drive Belt Tensioner Drive Belt Tensioner Damper M/T Air Cleaner Duct Oil Filler Cap No.3 Timing Belt Cover Gasket No.2 Timing Belt Cover No.5 Air Hose Water Pump Pulley Drive Belt Camshaft Timing Pulley Drive Belt Tensioner Hold-Down Clamp Idler Pulley Battery Insulator Battery Tray Battery Timing Belt Gasket No.1 Timing Belt Cover Crankshaft .
VLSI Physical Design: From Graph Partitioning to Timing Closure Chapter 8: Timing Closure 2 KLMH Lienig Chapter 8 –Timing Closure 8.1 Introduction 8.2 Timing Analysis and Performance Constraints 8.2.1 Static Timing Analysis 8.2.2 Delay Budgeting with the Zero-Slack Algorit
Then timing is developed on each of the Timing vs TPS @ Rpm pages (1024 – 4600rpm). FYI: Timing pages (as well as fueling pages) are usually the same above 4600 rpm. IMPORTANT: During Advance Timing Development of the Timing vs TPS @ Rpm pages, the engine temperature needs to be maintained at from 220 – 230 degrees.
(e) if the product, part, timing belt or timing belt kit has been used in an application not specified in Dayco's online catalogue (available at www.dayco.com.au). 6. Claiming under the Dayco Timing Belt/Timing Belt Kit Warranty or Dayco Warranty In order to claim under the Dayco Timing Belt/Timing Belt Kit
The external evaluation of the National Plan on Drugs and Drug Addiction 2005-2012 is taking place now and the final report will be presented in December 2012, which will include recommendations for the next policy cycle. The final report of the internal evaluation of both Plans (Drugs and Alcohol) will be presented by the end of 2012 for approval of the Inter-ministerial Council. Drug use in .
