I'm seriously contemplating changing out the LOM set-up on my 64 - 262. Someone posted on one of my previous threads about swapping to a 300 dizzy, and changing out the gear, with minor modification. Can someone give me step by step instructions on how to do this? My thought is to get a 300 dizzy, and a new 262 gear (if I can locate one), so I have the complete original in case I make a mistake, or in a future pinch. Any input would be appreciated. Thanks.

 

No one has any info on this?

 

You'd have to have the mating transmission to your 300 if I'm not mistaken. The bellhousing is also different on a 300 six and does not have the mounting ears on the bottom so you'll need a '65-up crossmember as well.

 

OP wants to swap his 262 dizzy to a 300 dizzy, does not want to swap engines, and...

1965 F100/250 4WD - 1965/66 F350 - 1966 F250 4WD use the same engine mounting system as 1961/64's. So the 240/300's and 352's used in these trucks have bell housings with ears on them.

 

Wow I didn't know that, learned something new about the bellhousings, thank you.

 

The distributor gear for a 262 is nearly impossible to find by itself. Complete rebuilt distributors used to pop up on eBay from time-to-time, but it's been several years since I've seen one.

I converted my 223 to a Duraspark-II system from a 240/300 about 10 years ago. Just a few machine shop operations were necessary and would be the same for a 262. If I remember correctly, this was the sequence of steps:

1) Procured a good used 240/300 distributor AND oil pump drive shaft.

2) Had a machine shop bore out the 1963 223 distributor gear from 0.467" to 0.530", I think, to fit the 240/300 distributor shaft. An alternative may have been to turn down the gear end of the 240/300 distributor shaft to 0.467", to preserve the 223 gear. 1964 distributors shouldn't need this step. In that year, the distributor shaft was increased to 0.530" to accommodate a larger oil pump drive shaft.

3) The machine shop also drilled a new larger hole in both the gear and the 240/300 distributor shaft for a larger retaining pin.

4) Sourced a "coiled" or "spiral" spring pin from McMaster Carr to retain the gear. That's the type of pin that was originally on the 223, so I didn't feel comfortable replacing it with just an ordinary roll pin.



5) Trimmed 3/4" from the oil pump end of the 240/300 oil pump drive shaft. The 1964 223/262 used a 5/16" hexagonal oil pump drive shaft, just like the 240/300, so that shouldn't be a problem. If you find that your oil pump uses a 1/4" drive, a machine shop can grind down the pump end of the shaft until it fits. An alternative is to just install a 1964 oil pump (Melling M67A).

 

1961/63 262 dizzy gear (C1TF-12390-A) is different than 1964 262 dizzy gear (C4AZ-12390-B).

No one has C4AZ-12390-B. There are two of C1TF-12390-A available NOS

 

I wonder what the difference is between those two gears, and if the 223 also got a new distributor gear in 1964. Maybe I'll pull the dizzy out of my 1964 262 and take a look one of these days.

 

Thanks guys. That definitely helps me out. I found a gear on Rock Auto, but I'm doubtful it will be what I need. Luckily, there's a Ford salvage yard nearby that has several slick's, and if I get lucky, maybe one has a distributor that I can use for the donor gear. You guys are awesome, as always.

 

I got a box of distributor parts out of my basement and took a look. I have a remanufactured 1964 262 distributor in my collection, as well as a few earlier 223 distributors. They apparently increased the distributor shaft diameter to 0.530 inches in 1964 to accommodate the larger 5/16" oil pump drive, which means that your existing distributor gear should fit a 240/300 shaft without any modifications to the gear. I'll go back and insert that information into my 1st post for posterity.

One interesting fact is that the Ford model 6000 tractor used a 223 engine with heavy-duty parts including a gear driven camshaft, just like a 262. A distributor from that engine is likely to have the same gear, so don't overlook tractor salvage yards when scrounging for parts.

 

Thanks for the info, Jim. I did a little research, and there's some good info in these links in regards to the Load O Matic setup, for anyone who's interested.


http://www.63fordfalcon.com/articles/autolite-1100-carburetor/96-drop-a-load-o-matic.html

http://classicinlines.com/Loadomatic.asp

http://m571.com/yblock/loadomatic.htm

 

I think I found my problem. Notice anything wrong? After reading up on the LOM setup, it appears that the carb has a power control valve, instead of the correct spark control valve.

 

Well, I finally got the correct SCV in on Friday (the shipping cost was twice as much as the part), and got it installed. As you could imagine, the difference in power and performance was astronomical. The old girl runs better now than it ever has, with much better power and smooth acceleration. I've got to reset the timing, it's a bit high now. I may wait on the dizzy swap for the time being, since it's now running like it should.

 

So being a gear drive cam as opposed to a chain drive cam would the dist gear be different cut gear?
Will the 223 dist fit the front cover on a 262?

Thanks for bringing this to my attention

 

Yes. The 262 distributor gear's teeth are angled the other way. I think the 223 taxi, police, and possibly industrial engines also had the same gear-driven camshaft arrangement, and would use the same reverse-cut distributor gear.

As far as I know, the distributor slides into the cylinder block on the passenger side, just like a 223. My 262s are all light-duty F-100 versions from 1964, and they have just a plain sheet metal front cover over the timing set with one hole for the front seal.

If you've got a more elaborate front timing cover, then you must have the heavier-duty version of the 262, usually seen in larger trucks like the F-600. Those had a more substantial front cover with the fuel pump mounted on it, and probably a fuel pump eccentric bolted to the end of the camshaft. I've never crossed paths with one of those engines, but I don't recall seeing the distributor mounted there in any of the pictures I've seen.