Your best bet would probably be to grab the 01 service manual from the FAQ section here, and look up the procedure for installing the distributor........ It should have the info you need.

 

Ok thanks alot ... i turned it to far and now the starter juss ticks lol ... as if the battery is dead. Also If i hook up the brake booster hose it wants to die for some reason .... why is this ?

Sorry if i offended anyone once again.

 

You need to solve one problem at a time. Get the distributor set correctly first. See if that doesn't solve some of the other issues. (charging the battery back up might be a requirement too.......)

 

thanks alot. I turned the dizzy too far and i think it killed my battery ... is this possible ? Also how do you set the crank to 0 so i can line up my rotor bug to the mark on the pick up coil ?

 

Ok it ran good but me being my stupid self i turned the dizzy too far and it shut off. Now the ASD relay is buzzing like crazy and after awhile there is no power to the truck whatsoever !!!! Juss my alarm beeping. PLEASE HELP !!!! IM GOING CRAZY!!!!

 

well runs good now i re did everything just got done driving it. Except when i stop my air bag light and abs light come on lol. Idles a little rough but runs like a bat outta hell !!! Ne suggestions !!

 

For the ABS and Air Bag lites, probably the sensor on top of the rear differential.

Still might need to get fuel sync set at the dealership.....

 

how do they do a fuel sync ?

 

The stealership wants 100 bucks to set all this and check the timing..... What does sync mean ?

 

You want to know what this means? I'll tell you what this means.

This process may involve RE-TIMING THE CAM to TDC before evaluating the firing line depending on how far off it is. The CAM spins the oil pump shaft and, attached to this is the dizzy shaft and rotor along with the CPS sensor. This CPS (CAMshaft Position Sensor) tells the PCM WHEN to fire the INJECTORS. If this is not in SYNC, the PCM will fire the injectors as the valve is closing or, too early. They will bring the engine to TDC on the compression stroke. They will verify CAM to DIZZY relationship PRIOR to adjusting fuel sync after you INFORM them you moved the dizzy. And, do tell them that you've moved the dizzy. I wouldn't want to be the one trying to dial it in at the PCM level only to run out of room at the upper and lower limits due to the CAM to DIZZY relationship being out of whack. I would charge extra for all that time rooting out why it was out of whack vs. being told at the time the customer drops it off that the dizzy was moved.

Once that is verified and / or completed, they MAY or MAY NOT connect the PCM to their rack rig and, in some cases, connect the engine up to a scope to see what the firing line looks like under both idle and loading conditions first as a baseline PRIOR to making any adjustments. This involves measuring on the scope at what time (in ms) is the injector opens along with duration (PULSE WIDTH) and, at what time during the ignition cycle, the plug is firing, along with (possibly) noting burn duration and, and degrees.

NOTE: FOR 100.00 I can guarantee they are not going to run that test. They will merely reset SYNC as noted below.


FUEL SYNC or, as some refer to it- SYNC is a term used to describe the relationship between CPS and CKPS / CAM AND CRANK <> the injectors and spark timing. Both of those sensors provide a PULSE VOLTAGE over time during degrees of rotation thus, in a way, telling the PCM where the crank is during it's 360 degree rotational cycle. Same for the CAM. The engine is brought up to 1K RPMs and, the SYNC value is adjusted using the DRB III scan tool then returned to idle and evaluated further if necessary. This syncs up BOTH the injectors AND the spark along with syncing the injectors to their respective cylinders.

In order to adjust anything, one must know exactly HOW MUCH to adjust. ON an EFI equipped vehicle, you simply can't approach it as we all have done when discussing points and magneto based ignition system. We all used to "play it by ear" and, if it sounded good and, it felt good- it must be good and, we locked down the dizzy and went out and beat on it to test it out. If it didn't feel right, we got out the wrench out of the back pocket and tweaked it and beat on it some more.

IN todays computer controlled ignition systems, the timing and FUEL MAPs are all accessed via expensive DRB based diagnostic and reprogramming tools thus, showing the engineer or techs the data as to the relationship of both systems. The means to do so is done by CHANGING parameter values at the program level. New values are written into program memory either directly for each cylinder over a given rpm range to WOT or, it is done globally to either ADVANCE OR RETARD timing.

In some cases, it is not necessary to adjust timing or fuel maps. By simply re-timing the cam and resetting sync, the EFI system is put back into normal running condition.


CM