Quote:
Problems, problems...danger, Will Robinson, danger!
There have been timing sets for the slant-6 that were in more-or-less correct alignment only when the dots lined up with cam and crank...with both dots at the
same clock position as viewed from the front, rather than with both dots closest to each other.
There have also been timing sets on which lining up the dots (either way) doesn't get you within sight of correct cam timing.
So yeah, lining up the dots so they're closest is probably the most common indication that you're in the same neighbourhood as the ballpark of correct cam timing, but it is not the only one, and it's devillishly difficult to figure out what you're dealing with unless you do some super sleuthing.
As John Jerome wrote in
Truck, his highly entertaining account of rebuilding a '50 Dodge truck, "You can't get the cam timing right until the cam timing's right!".
Well that was a great confidence builder
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So, I'll be taking a chance either way I do it!!!
Well, first I'll make sure that the marks on the new gears are the same in relation to the campin and the woodruff key, as the old gears.
The old gears were in with the marks set closest to eachother, the chances of the marks lining up after having a chain slip are slim to none. So I'm gunna work on the premise that the cam and crank are where they should be respective of eachother.
Then cross my fingers
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-76 Cordoba, 360 4bbl
-68 Valiant, 273 2bbl
-67 Dart /6 4bbl, Leaning Tower of Power!!!
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