Your most welcome.
Your question was both clear & valid, so it made perfect sense to answer
this not only for you, but also for others who are researching the P1345 code,
and also trying to understand why a new (aftermarket) dizzy would include a
fork-style clamp that A) Implies that this is an improvement over the original
design, yet at the same time B) doesn't allow the mechanic in the field to
compensate for all the tolerances that can stack up in this area?
And then when you look out in the interwebs the signal/noise ratio on this
issue is really bad? For what it's worth, I'm still trying to refine a reply that
would explain why some driver/distributor clockings can both cause a P1345
code AND no discernable misfire/smooth motoring?
On the other hand, even on the same exact engine/engine bay, if you were to
change just the driver, or instead keep the same driver, but instead change the
distributor clocking for the same error in the opposing direction (+ or -) you now
end up with a P1345 AND intermittent rough running/misfires identified?
My goal is to write this so that someone other than myself can understand what I'm
trying to describe. :0) Not quite there yet. But I *am* at the point where I've
proved to my own satisfaction that clearing a P1345 error is a mandatory first step
before attempting to troubleshoot an intermittent rough running/misfire condition.
And I also believe that if you can't get it correct right away, a phasing error in 1
direction would actually be preferable to the same total phasing error in the
other direction. Hint: The computer never adjusts the ignition timing to be
*after* TDC. (Top Dead Center)
...but I'm getting ahead of myself. I don't want to post this until it's a more
coherent, fully-baked reply. :0)
