Well, yeah, the rotor is the pointing tool. The FSM has a specified #1 position so that service technicians can all be on the same page. But think about it. It really doesn't matter what terminal on the cap is #1. All that matters is that #1 is firing at the correct time and all the other cylinders are set up in the correct firing order. The reason I do that is to get more distributor swing so the vacuum advance canister has the most possible room for adjustment. That usually ends up being on the passenger side, pointing towards #6 cylinder. That way it clears the intake manifold and firewall. Lots of room. It also lets the spark plug wires be positioned better so none are stretched or stressed. But that is what I do- you do what the book says - I don't want to confuse you unnecessarily. So the other thing is that I was talking with a friend about that solenoid on the carb. Neither of us remember ever seeing an anti-dieseling solenoid on anything from the 60's. I'm sure there were some applications but we mostly remember seeing that on cars AFTER the lead was removed from gasoline. Back then we had 100 octane and higher gas sold as 'high test' , 'no-knock', 'premium', 'white gas', all sorts of marketing names. But it was high octane gas that the high compression engines needed to prevent detonation and run-on. Those engines ran very clean as long as they were kept in tune. Since you have AC it is more likely that is an AC high idle solenoid. It bumps up the idle speed to compensate for the AC compressor load. It is very easy to test. If the solenoid extends when the ignition is in 'RUN', then it is anti-dieseling. If it only extends when the AC is enabled, it is an AC solenoid. It may even be wired right into the AC compressor circuit. And while the anti-dieseling solenoids were phased out after time, the AC solenoids were used right up to when the last carburetor was used.