Firing order is 1-5-3-2-6-4. Normally "1" on the distributor is at the 7 o'clock position as you look down at it.
Valve clearance is .008 intake and .010 exhaust, hot, for heavy service (at lest that is called for in cars.
The first digit is probably a T, from a Dodge truck. It could be a 218, but likely a 230.
Make sure the points are good and opening/closing properly. Check the distributor cam, too. It is easy to remove to do work on the bench, just the bolt to the front of the dist into the block. Remember waht way the rotor is pointing when you remove it. When you put it back, it will either be right or 180 degrees out. Put the engine with #1 TDC firing when removing distributor. #6 with be TDC exhaust. There is a small plug in the head above #6 so yo ucan use a dial indicator to find TDC to verify timing mark on the crank pulley. Remember it might be 6 volt and someone burned up the points or coil. If it was me, I would do points, condenser, and cap and rotor if damaged.
Chrysler used both Stromberg and Carter carbs.
If using a timing light, connect to cylinder 6 wire per the manual.
Should not be hard to get running or find parts for. These engines were made into the late 60's
Three of the 4 MoPars I own are flatheads, one is a 237 big block in my DeSoto, and the others are 230 small blocks in my Dodge and Plymouth. I drive thousands of miles a year with these engines since my 50 Dodge is my daily driver.
What I said about the dist is the first things I would do/check if my car was to refuse to start in the morning.
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