The ironic thing is, setting up the distributor on this engine is easy. Pull the plugs, raise the rear end, put a 4x4 under the LH wheel and lower the rear so that the tire sits on the board. Select 4th and use the RH wheel to turn the engine. Stick a clean Craftsman screwdriver into #1 spark plug hole and turn until screw driver starts to rise. Turn the screw driver around so that the end of the grip is sitting in the spark plug hole and turn the wheel some more. If air chuffs out of the spark plug hole #1 is coming up on compression. If not, watch the large alternator drive pulley and turn the engine until the pulley has gone half way around. Looking at the flywheel timing mark, set the engine at 9 deg. BTDC.
I position the distributor body with the primary connector at about 2 o'clock and the notch on the shaft at 12 o'clock. This puts the #1 lead at 6 o'clock. Connect a continuity meter to ground and the primary connector, then turn the distributor body until the points just open. Snug down the clamp and double check buy turning engine once around and slowly up to where the points open and check the timing at the flywheel. Repeat until it's right. DO NOT start with more than 9 deg. static advance or you could find yourself in the pre-ignition zone. DO road test and listen carefully for pinging.
The car started right up and flew around the test road with plenty of power. The idle was up, just over 1500, so I dropped it down. The thing about old ignition systems is that the deteriorate slowly. I am the kind of guy who will drive the car as long as it runs, and with this car just being a little off means it won't run. In other words, it needs regular attention.
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