hello all
i have a 2000 chevy 3500hd 454. Spun a bearing, yanked the motor, had it rebuilt. rinstalled motor. priotr to install i pulled up #1 piston, install dis. to what look like 2 deg btc. guess i was off. with the positioning of the dis. there aint much room to move the cap. if i rotate clockwise to the max it comes as close to running as poss. im thinking i must pull it out and move a tooth or two counter clockwise and reinsert. Is this rationale very sound? also its a bitch getting back there, so if there is an easier way im down.
thanks
p.s. carsavvycook we b neighbors

I had a similar issue with a 1998 3500 CCLB, 350 engine. IIRC you won't be able to set the timing the old fashioned way. I had to take it to a shop that had the computer and they had to set the timing correctly for me. I barely got the damn thing running. To get into town, good luck man I hope you get 'er done.

You should just bring #1 to TDC on the compression stroke (make sure the mark on the crank is right on the indicator) and then drop the distributor in. There should be some line-up marks on the distributor shaft that you need to line-up before installing. Drop it in with the cap off / rotor installed and when it drops all the way in the rotor should be pointing at the arrow that is cast in the distibutor (it usually has a 6 (for 6 cylinder) or 8 (for 8 cylinder) stamped on it. If it doesn't start usually it is 180 degree's out. Simply rotate the crank 360 degrees until the mark comes back around and reinstall the distributor 180 degree's back on the mark. The newer motors (post TBI) don't have adjustable timing you just have to get it close and the computer corrects it. If you aren't close enough it will start but give you a P1345 Crankshaft Camshaft Correlation Code. If you get that turn the distributor just a little while it's running until it idles smoothly, reset the code and restart. You should be fine at that point.

Distributor Installation

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<LI type=1>Bring cylinder number one piston to Top Dead Center (TDC) of compression stroke.
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<LI type=1>Remove the distributor cap bolts and discard. <LI type=1>Remove the distributor cap.
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<LI type=1>Install a NEW distributor gasket onto the distributor.
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<LI type=1>Align the indent hole on the driven gear with the paint mark on the distributor housing. <LI type=1>Ensure that the distributor rotor segment points to the cap hold area.
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<LI type=1>Align the slotted tang in the oil pump driveshaft with the distributor driveshaft. Rotate the oil pump driveshaft with a screwdriver if necessary. <LI type=1>Align the flat (1) in the distributor housing toward the front of the engine. <LI type=1>Install the distributor and distributor clamp.
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<LI type=1>Once the distributor is fully seated, align the distributor rotor segment with the number 8 pointer that is cast into the distributor base. <LI type=1>If the distributor rotor segment does not come within a few degrees of the number 8 pointer, the gear mesh between the distributor and camshaft may be off a tooth or more. Repeat the procedure in order to achieve proper alignment.
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Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems.
<LI type=1>Install the distributor clamp bolt.
Tighten
Tighten the distributor clamp bolt to 25 N·m (18 lb ft).

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<LI type=1>Install the distributor cap onto the distributor. <LI type=1>Install the NEW distributor cap bolts. Do not overtighten the NEW distributor cap bolts.
Tighten
Tighten the distributor cap bolts to 2.4 N·m (21 lb in).

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Install the ignition coil wire harness.

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A mistake I have made in the past...
On some cranks there are 2 timing marks 90 Degrees apart. Turning the crank clockwise align the SECOND mark with the tab. I understood from the chilton manual that I should line up the first mark on the crank and the truck would barely start and run like crap (it was 90 degrees out). Make sure if you have 2 marks to align the 2nd one (turning the crank clockwise). I was just doing a 4.3 and was about to give up until I just decided to try it that way. Man was I happy when it fired right up and idles smoothly with no check engine lights. Good Luck!

Thanks alot Shamrock im doing it today. it sure is a b^&*= getting to the dis in this truck