Hi,

Boy you sure brought out the brainy techno people by asking that question.
Looks like you got good answers too.
Don know what I would do with that information though except to let it try to absorb between my ears.
It sure does make one appreciate all the brain twirling to get it thought through. 👴 I bet a few of us are hairless because of things like that in our pasts or for most, it’s just El naturaL.

Yep, the lines are use for reference to confirm that you have all the “slack out” between the two upper marks.
The intermediate gear for the distributor is important in a sense that there is a parallax problem involved with sighting the 3 O’ clock position.
I have to use a mirror down there to get a straight on view.

The crankshaft mark is another situation that involves the line being projected on around to the tooth it is to engage on the crankshaft. As the belt is not flexible enough to lay over to it while all of the rest it laying up around their respective sprockets.
I find that the line is about two or three notches higher up and needs to be counted over to fill that tooth.

Like everyone is saying the “proof to the puddings taste” is the final rolling it over “clockwise.”
You have to get all “three marks” coming around repeatedly on the number ones Top Dead Center mark.

That last part, by Art, about every 25 seconds @ idle even sort of surprises me.
I thought more about it years ago and @ road speeds as how it would be zinging even faster.
Imagine four or five times faster while climbing a grade.
Things are sure working out there!

Makes you wonder just how long does a drop of gasoline get to be completely combusted or its power extracted.
Might explain some inefficient processing for a century long life of these ICE, machines.

Our older engines are slower, but then our pistons do not vibrate but will actually move up and down!🤫
Inertia of mass and explosions per revolution equals power output. Disregard energy values.
No wonders were about finding a compromise, as finally, there’s the variety of speeds offered in transmissions used with todays smaller lighter engines.

Valve floating with an interference engine has always seem dangerous to me.
Let alone varying the timing of them early or later.
That’s a maintenance of gadgety being put on the front street edge silently to the consumers dollars.
Bring More Wages or have an eccentric relative.
😵‍💫 if the machine catching a cold, toss in requisition slip, instead of a shop rag.

The electronic governance idea doesn’t stop the mechanical aspects of what’s really happening.
Gives a “red line terminology” some variations of meaning!

See where thinking over some technicalities can place you being a 200 Brickster?

Thanks for the read..


Phil

I'm sorry that I do not know the specific answer, but want to mention that the belt position is irrelevant. The important consideration is that the counter balancer and cam sprockets are in correct sync with the crank. The former sprockets are both 38 tooth, and the crank is 19 (I think I have those counts right, but you can verify on your engine), providing a 1:2 ratio of the drive vs driven. You can figure out where the belt figures in mathematically, but again, it's irrelevant. The important consideration is that the upper two hit their alignment marks every other time the lower one hits its mark. By mark, I'm referring to the factory marks on the sprockets and inner timing cover, not the marks you may have put on the belt (I've personally never done this).