When switching over from standard points distributor to hei on a sbc 327 ci), does the firing order stay the same or does it change with hei setup? Gracias!
When it comes to distributor cap#1 pole/electro, You can use any of 8 poles as #1 as long as follow correct fireing order after #1 firing order, conventional standard 18436572 , TDC Piston Is establish on #1 (( unless 4,7 swap 18736542)) The 4,7 swap is for certain combinations and high RPMs / High HP ,moving the stress /load from number #1 main to number #3 main
HEI #1 plug wire left image. Points #1 plug wire right image. As others have said and shown below, same firing order.
That firing order is correct is you're talking about those gaudy orange engines. However, if you're talking about Fords, the correct firing order is:
Maybe for the 390, but some 302 Fords have one firing order while other ones have a different firing order, to relieve some stress on the front main bearing (#1 and #5 in the Ford schema). The firing order for the early 221-302 engines and the early 5.0 engines is 1-5-4-2-6-3-7-8. This is the firing order for all prefix “31” cams and is the standard replacement cam for all early engines. The later 5.0 engine and all 351 engines are designed to use the 1-3-7-2-6-5-4-8 firing order.
There's only three firing orders used on all 90 degree V8 motors (unless you have a 'flat plane' crank, reverse rotation or some other exotic arrangement). They appear different, but that has to do with how the OEMs number the cylinders. The three orders (using Ford's numbering system of passenger side is 1-4 front to back, driver side is 5-8) are... 1-5-4-2-6-3-7-8 1-5-4-8-6-3-7-2 1-3-7-2-6-5-4-8 The top two are the most common. The bottom one was used on Flatheads, but has been brought back for the Coyote. If you 'translate' the GM/Chrysler orders by changing the cylinder numbers to the Ford system, you'll find their order will be one of these three. Or vice-versa; convert the Ford numbers to GM, same result.
Actually it’s so 2 1 wire and 3 6 wire will clear one another. 90* HEI boots are limited to the position they can be turned.
I cought that I got it backwards on this mornings posting. I fixed it, again! I hate having reading and writing issues. Makes me look as dumb as I am.
Why the frigging hell do you damned Ford clowns have to throw that bullshit in? That is worse than talking politics as far as idiotic answers go. No help and just being jerks. . Elgupo37, Johnny Gee gave you the correct answer. The firing order is actually the same but it is normal to move the number one wire to the location it shows on the cap in the diagram he posted. It's still 1-8-4-3 6-5 7-2 with the rotor turning in a clockwise rotation.
Going by the diagram of where number 1 is supposed to be doesn't always work. If anyone ever had the dist out and didn't reinstall it the same way it won't work. It is the easiest thing in the world to remove the number 1 spark plug, put your finger in the hole and bump the starter until you feel compression, continue turning the crank by hand (with a wrench) in the same direction until the timing mark on the balancer lines up with the pointer, remove the cap and see where the rotor is pointing. It will be pointing to number 1
Gee, Mark...that'll take all the flaming,backfiring, cursing and drinking out of it. (Not to mention several pages of BS on here!)
No matter the firing order or which side number one is on, all 90° V8s fireouter 4 then inner 4. A long time ago someone told me that and I thought he was crazy. So. I set out to prove him wrong, and he was right. Sometimes number 1 ends up at the end of the order, but they all follow the 4 inner than 4 outer schedule. Try a few different orders and cylinder numbering system and it all works the same.
Agreed, and personally, there have been any number of times where I've had to change the way the distributor was clocked to get it to clear an obstruction, usually when the vacuum advance would hit the intake after I'd put an aftermarket intake on or switched to multiple carbs. Just clock the distributor to the direction where I can manipulate it within the range of adjustment for advance and retard, and move the wires to correspond with the direction of the rotor. None of this changes the firing order, which is dictated by the crank and cam.
It irritates me when people change the standard location for #1 on a distributor cap. Kinda lazy to not index the distributor correctly so #1 is the same terminal on the cap as it was when it left the factory. I know they run just fine if the firing order is still correct, but it just bugs me and I have to put them back to the normal factory location.
Simply when applied to ElGupo37's question it is a nonsense post just to be a smart ass and not help answer the question. Johnny Gee gave the correct and simple answer that should have been given. Your post is correct with clockwise rotation distributors though. The wires go from the distributor cap to the individual cylinders in the same order no matter what number you call the cylinder. That may be a bit too complicated for guys who don't have a lot of experience or cannot visualize though.
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