timing gear replacement
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timing gear replacement
Guys, I am having a brain fight!!!!! I had to replace my timing gears on my 4.9l 300. Why did Ford ever come out with a phynalic gear????????????? I had to take a dremel and my chisel to it to get it off.
My question is this--Can you put the gears on (with the dots lined up) and still get the cam out of timing????? My original thought is no but after some consideration I began to think that maybe you can........ like 180 out!!! I just can't 100% convince myself now that if I install the gears with the dots lined up that everything will be ok.
I know that I will have to rotate the engine afterwards to #1 TDC to drop my distributor.
I hate it when i fight with myself. I should know this!!!!!!!!!!!!!!!!!
thankx for the refereeing mates!!!!!!!!!!
grumpyangler
My question is this--Can you put the gears on (with the dots lined up) and still get the cam out of timing????? My original thought is no but after some consideration I began to think that maybe you can........ like 180 out!!! I just can't 100% convince myself now that if I install the gears with the dots lined up that everything will be ok.
I know that I will have to rotate the engine afterwards to #1 TDC to drop my distributor.
I hate it when i fight with myself. I should know this!!!!!!!!!!!!!!!!!
thankx for the refereeing mates!!!!!!!!!!
grumpyangler
Elder User
Joined: Feb 2004
Posts: 909
Likes: 9
From: San Luis Obispo, CA
There is only one dot on each gear, so there is only one way to put it together (the correct one). I think you might be worried that after a full 360-degree turn of the crank, the crank dot tooth will be back in mesh with the cam gear, which has only rotated 180 degrees. This is as it should be.
#1 & #6 cylinders are at TDC when you have the dots aligned. #1 is at the top end of its compression stroke (no valves open) and #6 is at the top end of its exhaust stroke (exhaust just closing, intake just opening). After the 360-degree rotation, #6 is at the top end of its compression stroke (no valves open) and #1 is at the top end of its exhaust stroke (exhaust just closing, intake just opening).
If the dots are aligned, you are already at TDC on #1 - that is what my Ford shop manual says. (You will have to rotate the crank slightly to get the distributor to engage the oil pump drive hex, allowing the distributor to drop all the way in to position.)
Regarding the phenolic gear, Ford sells cars when they are new, and most buyers would not go for the gear whine of the all-metal gear set in a brand new car. That is why the 223 used a timing chain. It is a shame that Ford did not put all metal gear sets in the pickups, though. Now that turbo & blower whine are in vogue, perhaps timing gear whine will be more acceptible.
#1 & #6 cylinders are at TDC when you have the dots aligned. #1 is at the top end of its compression stroke (no valves open) and #6 is at the top end of its exhaust stroke (exhaust just closing, intake just opening). After the 360-degree rotation, #6 is at the top end of its compression stroke (no valves open) and #1 is at the top end of its exhaust stroke (exhaust just closing, intake just opening).
If the dots are aligned, you are already at TDC on #1 - that is what my Ford shop manual says. (You will have to rotate the crank slightly to get the distributor to engage the oil pump drive hex, allowing the distributor to drop all the way in to position.)
Regarding the phenolic gear, Ford sells cars when they are new, and most buyers would not go for the gear whine of the all-metal gear set in a brand new car. That is why the 223 used a timing chain. It is a shame that Ford did not put all metal gear sets in the pickups, though. Now that turbo & blower whine are in vogue, perhaps timing gear whine will be more acceptible.
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