Tools & materials
- Basic hand tools: metric socket set, wrenches, screwdrivers, pliers
- Torque wrench (for distributor clamp/cover bolts)
- Timing light (battery-powered inductive clamp or clip-on)
- Feeler gauge (for breaker point gap if applicable) or dwell meter (if distributor has points)
- Distributor/rotor puller (only if distributor is seized or has retaining plate)
- Cleaning rags, parts cleaner
- Dielectric grease
- Small wire markers/labels or tape & marker
- Replacement parts as needed: distributor cap, rotor, points & condenser (if applicable), distributor O‑ring/seal/gasket, shaft bushings/drive coupling, vacuum advance unit (if worn)
- Personal protective equipment: safety glasses, gloves

Safety precautions (non-negotiable)
1. Park on level ground, lower attachments to the ground, engage parking brake, shut engine off and remove key. Place safety lock/prop on lift arms if applicable.
2. Chock wheels/tracks. Relieve any hydraulic pressure per machine manual before working near hydraulic components.
3. Allow engine to cool; hot surfaces & fluids cause burns.
4. Disconnect negative battery cable before removing electrical components to avoid shorts or accidental cranking.
5. Work in a well-ventilated area if the engine will be run for final timing checks.
6. Keep loose clothing/jewelry away from moving parts.

Overview of procedure
Goal: remove/inspect/service/replace and correctly set distributor so engine timing and spark distribution are correct. Follow manufacturer timing and torque specs from the workshop manual for SGK6/SDK6/SDK8.

Step-by-step

1) Prepare the machine
- Park, chock, lower boom, engage parking brake, kill engine, remove key.
- Engage mechanical safety locks for the lift arms.
- Disconnect negative battery lead.

2) Access the distributor
- Remove engine access panels/guards to expose distributor and ignition wiring.
- Clean area to prevent dirt entry when cap is removed.

3) Identify and mark positions
- Remove distributor cap (note position of cap; label spark plug lead locations if you plan to disconnect wires).
- Rotate engine to Top Dead Center (TDC) on the compression stroke for cylinder #1:
- Use crankshaft pulley timing marks or turn engine slowly with a socket on crank pulley bolt (follow manual). If no visible marks, remove #1 injector/glow plug to feel/compression stroke.
- Mark the rotor position relative to distributor housing/body and mark the housing to the block so you can return distributor to the same rotation/height if necessary. Take photos.

4) Remove distributor
- Label and disconnect spark plug wires from the cap if you need to remove cap; keep them in firing order.
- Disconnect vacuum advance line (if present) and any electrical connectors to distributor (coil wire, tachometer lead, etc.).
- Loosen the distributor hold‑down clamp bolt(s) but do not remove until ready to lift distributor.
- Carefully pull distributor straight up and out. Note depth and orientation as you remove it — the rotor and drive coupling engage helical gear and will rotate slightly on insertion/removal.
- Inspect O‑ring/seal and shaft for wear or scoring. Replace seal if leaking.

5) Inspect and service internals
- Inspect cap (inside & terminals) and rotor for cracks, carbon tracking, corrosion — replace if worn.
- If equipped with breaker points: inspect cam lobe wear, replace points and condenser, set correct gap with feeler gauge.
- Lubricate distributor cam lubrication point with a small dab of distributor cam grease if required.
- Replace distributor O‑ring/seal/gasket and any worn bushings or the entire distributor assembly if shaft play is excessive.

6) Reinstall distributor (basic method for most helical drive distributors)
- Rotate the rotor to align with the mark you made for cylinder #1 on the housing. When reinserting, rotor may need to be slightly advanced/retarded to mesh helical drive; insert carefully until shoulder seats.
- Ensure the distributor seats fully against the block and the rotor points at the #1 terminal location on the cap (or the position you marked).
- Reinstall and snug the hold‑down clamp but leave it loose enough to rotate distributor for timing adjustments.

7) Initial setting (static)
- If setting static timing, confirm rotor points to #1 on compression stroke and tighten hold-down to specified torque. Reconnect wires.
- For engines with vacuum advance, cap off or reconnect as required by the manual for static timing (often you disconnect vacuum advance hose during initial timing).

8) Final timing adjustment (dynamic) with timing light
- Reconnect negative battery, attach timing light clamp to #1 spark plug wire (or inductive pickup per light instructions), connect to battery if required.
- Start engine and allow to reach recommended idle temperature and RPM (per manual).
- Aim timing light at the crankshaft timing marks; loosen distributor hold-down slightly so distributor can be rotated.
- Rotate distributor slowly until timing mark aligns with specified BTDC timing value. Tighten hold-down clamp to torque spec while keeping distributor in position.
- Recheck timing after tightening. Reconnect vacuum advance hose if it was disconnected for the adjustment.
- If applicable, recheck and set idle speed per manual.

9) Final checks
- Shut engine off, recheck all connectors, secure wires and clamps, apply dielectric grease to cap terminals if recommended.
- Reinstall covers/panels, clear tools, reconnect battery negative if removed.
- Run machine through a functional test: warm up, check idle smoothness, acceleration, and listen for misfires or pinging. Inspect for oil leaks around distributor.

How the main tools are used
- Timing light: clamp inductive pickup around #1 plug wire. With engine running, trigger strobe flashes and freezes the timing marks; rotate distributor until marks align at specified BTDC. If using a battery-powered light, connect leads to battery as instructed.
- Feeler gauge: insert gauge between breaker points (if present) at max lift of cam lobe and adjust gap to spec; if using dwell meter, attach to ignition coil negative and adjust to specified degrees of dwell.
- Torque wrench: tighten hold-down bolt to the torque specified in the workshop manual to avoid distortion or slippage.
- Distributor puller: use only if distributor is seized; follow puller manufacturer instructions to avoid damaging the distributor housing or drive.

Common pitfalls (avoid these)
- Forgetting to label spark plug wires — can cause 180° or wrong-sequence firing.
- Not marking rotor/engine crank position before removal — leads to timing 180° off (engine may crank but won't start).
- Reinstalling distributor without ensuring cylinder #1 is on compression stroke — static timing will be wrong.
- Over-tightening hold-down bolt before final timing adjustment — prevents proper timing setting and may strip threads.
- Failing to replace or install new distributor O‑ring/seal — causes oil leaks.
- Reusing a worn cap/rotor or neglected vacuum advance — poor spark and idle/misfire issues.
- Attempting timing adjustment without knowledge of vacuum advance procedure — vacuum advance must often be disconnected during initial setting.
- Using the wrong distributor or cap/rotor for the engine (make sure part numbers match SGK6/SDK6/SDK8 application).

Replacement parts commonly required
- Distributor cap and rotor (most common wear items)
- O‑ring/seal or gasket (very commonly replaced when distributor is removed)
- Points & condenser (if the distributor is breaker‑type) or electronic module if faulty
- Distributor shaft bushings or complete distributor if excessive play
- Vacuum advance unit or its hose if leaking or not holding vacuum

Notes & final advice
- Always use the Toyota workshop manual for SGK6/SDK6/SDK8 for exact timing degrees, torque specs, and engine-specific details.
- If you detect excessive shaft play, oil in the cap, or electrical failures, replace the entire distributor assembly rather than repairing marginal components.
- After work, perform a road/operation test to confirm correct performance and no leaks.

Done.
rteeqp73

1988 TOYOTA SDK 7 SKID STEER RESTORATION THIS IS THE FINAL PART (PART 3) TO THE WILL IT RUN SERIES ON THIS 1988 TOYOTA SDK7 SKID STEER. IN THIS VIDEO ...

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