Does anyone have or know where l can get a cam and distributor gear for a reverse rotating slant six. This is not for marine use so l think that is all l need to convert mine.

I can't help you with a parts source, but I suspect you're going to need a bit more than a cam and distributor gear. I can think of a reverse rotation starter to begin with. I would also question the water pump and oil pump. I would think the timing marks will be messed up for reverse rotation, as well.

Not trying to rain on your parade, just giving you food for thought.

Roger

Welcome Stan with a Lancer!
Sounds familiar.

Can you give us some details?
I think the twin pack slants had one running reverse, but don't quote me on that.

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Hyper_pak

Thanks for any help. I understand the cam turns the stock oil pump and distributor in normal direction. The starter, and water pump issues have been resolved. There may be an issue with the distributor shaft being pushed in the other direction so l may have to install a thrust washer

The oil pump has its own driven gear separate from the distributor.

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Joshua

I'm trying to picture this. On reverse rotating engine the cam, oil pump and distributor helical gears are angled in the opposite direction?

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If the crankshaft originally has a rear rope seal there is a cross hatch pattern present at the rear seal contact area. The cross hatch pattern is designed to pump oil that gets under the seal back into the crankcase.
If the crank spun in the opposite direction it seems that the cross hatch pattern would need to also be reversed. This is speculation as I do not have an example of the rear seal cross hatch in front of me at this moment to confirm that it is or is not directional, so this is just one more item to consider.
I believe that the crankshafts produced after the change to the rear lip seal do not have the cross hatch pattern.

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I don't see how it would. "Reverse rotation" implicitly indicates a reverse rotation of the output, thus the crankshaft. The cam is driven through a chain from the crank, so the cam would also have to have reverse rotation, and reversed cam lobe events in order to get correct flow pattern for the induction. This in turn drives the oil pump and distributor in reversed directions. This may not be a problem for the distributor, other than the opposite thrust that you've already indicated. The oil pump will surely have to be engineered for the opposite direction, though.
But then, I suppose my thought processes could be bass-ackward.

Roger

If it's not marine duty, then the only explaination I can think of is you're attempting to pair it to a Corvair transaxle.
Pix plz.

That could explain why the starter has already been figured out. Maybe it's an ancient dune buggy? I'm not so interested in spending a lot of time helping someone who's as little forthcoming as Stan here.

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Joshua

A standard distributor would have no advance when spun backward, right?

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It would be centrifugal retard.

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Joshua

Precisely......as well as the vacuum retard,...if One is using it.....

The pump drive-gear as well as the lobe tapers, are engineered to force the cam against the block when loaded,(oil pressure & valve spring loads), driving what You have backwards even with some clever pump re-routing will force the cam out of the block against whatever leash the timing chain will give it. Not a good scene. that means reverse angle pump drive gear on the cam, & a special one for the custom pump arrangement. Do a dry-sump & forget about that issue..........the lobe taper would be fine just w/reversed patterns, but a thrust-button or set-up as described by Doc would keep the bumpstick where it belongs. You just don't want 60-70-or whatever psi oil pressure forcing the cam against that, so I'd dry sump it, or a billet cam & matching pump gear ($$$$$$) are in Your future.

I've had days (…weeks…) when I felt like one of those.

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