LOL, the thought occurred to me. Not like we're talking precision gears. Need to prevent heat build-up, other than that, just a lot of work. I'd try flipping it first.

Marauder, what is your bendix tooth count?

 

Bendix tooth count = 10. Although I feel fairly confident they are the same, I need to verify the tooth count on the flywheel on the 'original' engine. Meanwhile, I have emailed Hagen and the ring gear guy to check their stock of the 2GA-6384.
Someone told me I should just put a SBC in this thing and be done with it...

 

Not me, although it sure simplifies everything.

 

Not you, Ray- my machine shop guy told me that when he discovered the crack in the original block. One thing's for sure though- you both are so right!

 

If you are running 12v, I'd seriously recommend a mini-starter. They are much easier on everything (except the wallet), especially the ring gear.

 

Do those mini-starters engage the flywheel gear front or rear?

 

From the front. They are basically like an old GM starter, in that the solenoid moves the pinion into the flywheel, then contacts close and it energizes the starter motor. Contrast that with the stock starter, which throws the pinion into the flywheel while already spinning.

 

That mini-starter sounds like a less intrusive alternative, and I plan on going 12V.

 

The original flywheel checks out as the same. Suehring came through with a very reasonable price, so hope is on the way (but not like the one in 2007).

 

Sounds great that there is a source for those gears.

 

Is it new? What a strange niche to exploit!

 

You aren't kidding. He says he only has new ones! I contacted two places, one wanted $225, he wanted $60. It was a no brainier.

 

I have an update to share. Before I realized that it was not the correct part, I had ordered the ring gear from Mac's for the V8. Then I ordered the correct gear from Suehring the ring gear guy. I took a shot of both gears together with the 226 gear on top in both shots. It is obvious that the I.D of the 226 gear is a few thousandths greater than that of the 239 V8 gear. When overlaid you can see the thicker material in the V8 gear. Although I did not put a caliper on them, it appears that the O.D. of both are a match- they lay visually perfect and all teeth line up.
I suppose it's possible that if someone needs a new gear for the 226 when (and if) they are no longer available, the readily available V8 gear I.D could be machined to the correct dimension.
I will be returning the V8 gear to Mac's unless someone here can use it.

 

Actually it would be easier to machine the 226 flywheel for the V8 ring gear. Are the OD's the same? How uncharacteristic of Ford to make two parts so similar when they could both be the same.

 

I had to edit the response I originally had here, I mis-read Ross' post above. Yes- it would probably be easier to machine the 226 flywheel to fit the V8 gear.