226 cam brng

[rusty51]

Hey, new here. Posted this in intro section, realized this section would be better. Am building 226 for my 51 F1. Found cam brng placements to be .082 inch to big. Am solving problem by sleeving placements but was wondering if anyone has ever run into this before.

 

[flatford6]

You probably have the wrong cam bearings, maybe a set out of a different engine or the earlier G motor. If you are using the original cam out of the engine you are rebuilding, it must have fit in and worked right before it was pulled apart. The four journals on the H and M cams I have measure 1.926 inches in diameter. An old Monmouth bearing catalog shows that the H and M motor (47 1/2 to 1951) takes a number SH199S, and the G motor (1941 to 1947) takes a Sh68S set. NAPA number for the H and M motor is 1089M which is also the Federal-Mogul number.

 

[rusty51]

That's the first thing i thought. Not so. Cam set I got is FM 1089. Cam is 1.926. Brng OD is 2.058. Brng placement in my block is 2.140.Talked to several obsolete parts guys and they have never run into this.

 

[flatford6]

There evidently was an oversize OD cam bearing used on some H and M engines. The original Ford number is 7HA 6262 D The books show an OD for this bearing as 2.1445 and a standard Id of 1.9285 The parts book is 1949 to 1951 Chassis parts and accessories, copywrite date of 1950, form No 3752. The other catalog listing this is a 1953 Ford industrial parts catalog. Good luck in finding this particular part, you probably hit on the way to fix this by sleeving the cam bearing bores in the block with .040 wall sleeves. It will take a lot of care to install sleeves this thin without damage to the sleeves and with the oil feed holes all lined up. Are all the bearing bores in the block oversize? The parts books show these as 4 needed. Can the old ones be saved? Or bored out on the inside to serve as sleeves for the new bearings? I wish you good luck on this. Please post your results. Thanks, Richard

 

[rusty51]

Thanks for the research, Richard. Yep all four are the same. Good news though, got sleeves in, removed bus line plugs and bypass and drilled oil holes thur bus line. Sleeve were a cast iron sleeve 2.253 X 2.032. Tried to use old brngs (worn completely out) but could not hold size on ID. Cam brngs are in and cam fits great.
Thanks, Dale

 

[flatford6]

Hello Dale: Its good that you could solve the problem so easily with sleeves. One question, what are the two numbers you list with the cast iron sleeve? Were they the original size of the sleeve you made the can bearing sleeves from?

Some other things to look for when assembling this engine.
1. There is a small hole from the front bearing oil gallery to the thrust surface of the block to lube the cam thrust bearing that needs to be clean and open.
2. There are three different treatments of the front of the cam where the nose meets the bearing journal. One is undercut, one is a squarish 90 degrees and one has a generous 45 degree chamfer. This can cause problems if a matching cam gear is not used in that if a cam with the chamfer is used with a gear with a square corner it may stop the gear too far out away from the front journal with resulting excessive cam end play.
3. The starters for the flathead six and the flathead v8 are the same EXCEPT that the six starter has a 9 tooth bendix gear and the v8 has a ten tooth gear. If the ten tooth starter gear is used with the 6 cylinder ring gear, it will sort of work but will eventually drive the ring gear forward on the flywheel until they will not engage at all. This is especially pronounced when the starter used with 12 volts.
4. Some early? cams have a 12 tooth oil pump/distributor drive gear. These seem to have a bronze oil pump gear. There is a post about this somewhere in here. All the rest of the engines have a 10 tooth oil pump drive gear.
5. In the oil pump housing, the inlet and and outlet holes are sometimes not drilled into the pump housing deep enough to allow full flow. . They are probably deep enough to work though. Something to check.
6. The vacuum advance diaphragm on the distributor fails often on these engines, then there is no advance at all when running except for the initial. The material for the diaphragm gets hard and then tears. This causes an engine with poor power and which runs hot because the timing stays retarded from where it should be. I hope these hints will be of some use to you. Richard

 

[rusty51]

I appretiate the info. Will check my engine. This is the first 226 I've built. My son and grandson both have old cars( 57 Stude, 58 Cady, 50 Merc ) and they thought I needed something to work on. I was happy helping them but I gave in and that's how I ended up with the 51 F1(having fun though). Been building oilfield engines for 40 yr (Waukesha, Hercules,A-C,Cat etc) but not too many auto.
Cam brngs were made from a stock sleeve w/ those sizes. Bored block to accept sleeve then bored sleeve to match cam brng Thanks for the help, Dale