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Discussion Starter · #1 ·
Hi All!
Been on the site a while as a longtime 460 owner. Got a puzzling problem so I thought I'd get some collective knowledge feedback! So, here's the background-I've been running a 77 Lincoln Continental 460 4bbl on clay track for about 13 years. (Yep!, it's fast till it overheats which is a problem for another day.) It backfired last year and wouldn't start after that. So, I started moving the distributor around since I had a feeling the timing gears jumped. In the pic of the Distr., the straight line is where #1 is on the cap. Where the rotor is, is now where TDC is for #1 cyl. In one pic you can see how much it's stretched. Now-here's the problem. If the timing gears jumped when it backfired why do they timing marks still line up to factory specs??? In the timing gear pic, #1 piston is it at TDC. The key is offset a little due to Ford putting about a 2 degree retard in timing for the EPA. It still sounds like crap when it runs so something is wrong. I can't figure out how the distributor got so out of sync with the engine? There sems to be no wiggle room between the Cam gear and the Distributor gear so I don't think that's the problem. If anyone has any idea about what is wrong, I'd appreciate some feedback. I've stopped the repairs on it till I figure out what happened.

Thanks!

Bob Photograph Light Motor vehicle Automotive tire Gas
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Discussion Starter · #12 ·
Hi, thanks for the reply. The reluctor is pretty new. Backfire happened when it got flooded during a re-start. There is very little free play in the distributor, vertical or sideways. Yes, new double roller and gears from Rock Auto going to be ordered.
Question...is the cam sprocket bolt righty tighty-lefty loosey as normal or is opposite because the sprocket spins clockwise?
Thanks
 

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Discussion Starter · #13 ·
Hi, thanks for the reply. New chain and gears from Rock auto soon.
When you say 'oil slinger' are you referring to the round plate attached to the cam sprocket? Cause that's my fuel pump eccentric.
 

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Discussion Starter · #24 ·
Hi, yes, I noticed that some replacement gears had a 2 degree offset as TDC. Before I pulled the cover I found TDC for #1 and noticed the keyway on the crank was at noon. The Cloyes set has a true 'O' TDC for #1 which is what I want to do. Thanks
 

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Discussion Starter · #31 ·
Hi....ok, new question. I had to gently pry the old cam timing gear off the cam shaft. It didn't take a lot of leverage, used 2 angle headed prys. Now in a uTube video I watched where a guy had the same engine as mine, the new cam gear slid right on. My new one won't slide on so am I safe using the cam gear bolt to ease it on like a press fit? The bolt is pretty long so I don't think the threads are at risk. Is the cam gear supposed to just slide on easily? Or did he maybe fine sand/steel wool the surfaces to get it to slide on easy?
Thanks
 

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Discussion Starter · #35 ·
HI, yes. I got the cam gear on using the bolt that holds it. But got a new problem, the Cloyes set I got from rock auto (3079X) doesn't have the plateau on the front for the fuel pump offset cam. So now I'm back to square one. It seems anything above 'standard' replacement, ie-heavy duty, high performance, they eliminate the plateau that the fuel pump ring goes on. I'm guessing because high performance applications switch to an electric fuel pump. Enginetech makes one (TS493A) that looks like it will work but most pics for all the gear kits show the back not the front of the cam gear. calling the MFG tech dept to find out if it has plateau. I want to set the crank to "0" degrees at TDC, not 2 degrees retard like Lincoln made it.
Thanks,
Bob
 

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Discussion Starter · #39 ·
Hi, Got the new Enginetec timing gears and they should work. I have seen different numbers on the ft lbs. of torque for the cam gear bolt. Is it around 80ft lbs.?
Thanks
 
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