I mentioned CC just in case you happened to read any CC information.
OK..... the image appears to be showing both the small block Chrysler and the big block Chrysler.
(this is a .pdf file, and I'm not sure how to copy and post it for us)
Cylinder #1 will always be at the front of an egine. Front meaning as if it were installed in a car/truck.
Even if the engine is fitted for a V drive, front of engine is front of engine, and all day long.
Note the cylinder numbering of the two images to the left......... #1 will be at the front.
The distributors on these two engines are at the rear of the engine... I.E., 318, 340, 360.
Note the cylinder numbering of the two images to the right....... #1 will be at the front.
The distributors on these two engines are at the front of the engine.
This is the difference between SB and BB Chrysler.
I believe that you will want to use the images to the left.
Here's another aspect of the REV and Std rotation engines:
I'm not aware of any distributor driven oil pump that is proprietary for a REV engine.
Therefor all oil pumps rotate conventionally.
This means that all distributors must also rotate conventionally, regardless of Engine Rotation.
Only the camshaft "drive" gear, and the distributor "driven" hypoid gear "cut" change for a REV rotation engine.
This keeps both oil pump and actual distributor rotation STD.
The spark plug wiring orientation, and the firing order, changes at the distributor cap for a REV engine.
The distributor won't know the difference!
And as if that wasn't enough..... there are several ways to drive a camshaft, and this depends on the vintage.
- Chain and sprockets (which keeps cam and crank turning the same rotation... whether LH or RH)
- Double gear (which reverses cam rotation (from that of crank rotation), back to normal in a REV engine)
- Double gear (which reverses cam rotation for either LH or RH engine)
- Four gear set-up (which keeps cam and crankshaft turning the same rotation... whether LH or RH)
Again, this depends on the vintage.
To my knowledge, not too many are using gears these days.
I could wrong on that!
I think that the key for you, may be in understanding the correct engine rotation determination procedure, and that the distributor will rotate Std no matter if LH or RH engine.
Again, always view this as though facing the flywheel end, and you'll have no problems.
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