Comp Cams timing gear vs chain.

[65-coupe]

Has any one every used this before? Would it be better then a chain?

http://www.summitracing.com/parts/cca-3 ... /make/ford

 

[JackFish]

Those are for a 300.

 

[rbohm]

wont fit the small six, and even if they did you would have to swap out the cam for a reverse rotation cam as well.

 

[65-coupe]

Those are for a 300.

On summits site it has it listed for a 250 and 300. I thought it was odd since I have never heard about it on here. Thanks.

 

[drag-200stang]

240 250 Whatever it takes.

 

[rocklord]

Sad that a company like Summit would have an error on it's website.

It should read "for a 240 and 300".

Gears instead of a chain is another reason the 240-300 engine is bulletproof.

 

[cr_bobcat]

Just looked at the link and it does say "Gear Set Ford 6 Cyl. 240-300 1965-91 Steel Gear"

 

[65coupei6]

A former forum member had some made a long time ago for the 200. Those things were loud!

 

[65-coupe]

Just looked at the link and it does say "Gear Set Ford 6 Cyl. 240-300 1965-91 Steel Gear"

When you put in 4.1 250 under engines it comes up and under applications it says 1969-1980 250. I guess should send a email to summit. That is how I found it just using their search part where you enter engine info.

 

[xctasy]

If you have a custom sprocket made, or turn down the crank snout, the Aussie Ridgecrest 1971-1992 3.3 and 4.1 litre Gear drive can be made to suit.


I'm now fairly certain the crank to cam spacing on the US and Aussie 250's are the same. The US block is heaftier, and the crank has a differertnt thrus bearing and snout, but all the other critical dimensions are the same.

See forum member Baldrick's supercharged CI headed 250 Falcon. Aussie Speed might be able to supply one if you talk with them.

 

[chad]

If you have a custom sprocket made, or turn down the crank snout, the Aussie Ridgecrest 1971-1992 3.3 and 4.1 litre Gear drive can be made to suit.
I'm now fairly certain the crank to cam spacing on the US and Aussie 250's are the same. The US block is heaftier, and the crank has a differertnt thrus bearing and snout, but all the other critical dimensions are the same.
See forum member Baldrick's supercharged CI headed 250 Falcon. Aussie Speed might be able to supply one if you talk with them.

No chain stretch, last 4 ever...what other benies?
I'm sure you've seen the jap engines w/a plastic cam-chain adjuster - that's even lower on the totem-pole. The gear must B the top! Wonder what it'd B if they made the gear outta phenolics - lower the noise the above complainant mentions? Fun 2 imagine -

 

[xctasy]

And a bouble shot of crank differences verses timing chain and gear matters.

Its all a little bit too simple! You've got any number of choices. 302 timing chain reversed? Easy!


The I6 has the Cleveland style shoulder, which needs to be cut back on Windsors to fit. from 1987 to 2007, all the Windsor Cleveland race blocks in NASCAR had to have the crank tunrned down to fit the Windsor timing gear, so its easy to machine back. The V8 cranks vary a hughe amount, 1.75 for aftermarkt, 1.370 for some SBF's, but its still a nominal 1-3/8" crank spigot.

The difference between lopping off 127 thou and 50 thou? Just the extra time! Its just too simple!


http://vb.foureyedpride.com/showthread. ... r%29/page6

Like it was made for it.

Well, actually it was. That crank gear had to be cut .300, and the snout of the crank turned down an additional .050.
A keen eye here will notice a full length crank keyway that goes completely under that crank gear to the front of the journal.

For the gear drive, its Diecrest Engineering.

Same deal, but less machining. Easier to make a gear drive off an Aussie 200/250, than a US SBF timing chain reversed.

Just too simple to machine a crank part down to fit a commerically available sprocket part. Its around, it works. Its simple to adapt. Anything else is just bull pucky. 1.375-1370" vs 1.248" on the crank shoulder is easy to machine down. Or the internal part can be broached up 1/8". Choice is yours.


viewtopic.php?t=56560

Well got my bottom end together today. Went pretty well, had a problem with a bottom oil ring it bent and i noticed a rub mark when i turned the motor over. (The one thing ive learnt is dont by cheap tools).Heres a couple pics.200 rods with 4.6l rover stroker pistons.
Diecrest eng. geardrive.

http://www.diecrest.com.au/contact_us.shtml

So tell us about the gear drive...

Gday JackFish, Its from a company here in Aus called Diecrest Enginering it was advertized to fit the 250 crossflow but as you can see it fits the Aus 250 pre-crossflow as well. This one is adjustable thay also make a non-adjustable a bit cheaper. It seems well made and the only mod needed is to file a slot in timeing cover. I dont know if they will fit the American 250?