The dowel pin length for the 58/62 sprocket (B8A 6256-A - Cast Iron) was 5/16" X 7/8" L.
The 1963 upgrade dowel pin length (with OEM cam sprocket C3AZ 6256-A [Cast Alum] W/required spacer 6265) is 5/16" X 1 1/2" L.
This same dowel length was carried over to the next supersceeding PN C8AZ 6256-A (ALUM W/ NYLON) and this part change/upgrade was where FORD eliminated the 6265 spacer and increased the cam sprocket thickness - most current aftermarket cam sprockets use this thickness).
The cam sprocket retaining bolt for the early button setup was 7/16" -14 X 1 1/4".
The cam sprocket retaining bolt for the 1963 upgrade and 1968 service replacement/upgrade (also retrofit for C3AZ 6256-A) was 7/16" -14 X 1 7/8".
The earlier fuel pump eccentric was replaced by C3AZ 6287-A both as a cam drive upgrade and a general service replacment part as far back as the 1958 352.
This is for your information in trying to figure out what was and was not done with the cam upgrade.
PLEASE READ-
The 1963 upgrade dowel pin length (with OEM cam sprocket C3AZ 6256-A [Cast Alum] W/required spacer 6265) is 5/16" X 1 1/2" L.
This same dowel length was carried over to the next supersceeding PN C8AZ 6256-A (ALUM W/ NYLON) and this part change/upgrade was where FORD eliminated the 6265 spacer and increased the cam sprocket thickness - most current aftermarket cam sprockets use this thickness).
The cam sprocket retaining bolt for the early button setup was 7/16" -14 X 1 1/4".
The cam sprocket retaining bolt for the 1963 upgrade and 1968 service replacement/upgrade (also retrofit for C3AZ 6256-A) was 7/16" -14 X 1 7/8".
The earlier fuel pump eccentric was replaced by C3AZ 6287-A both as a cam drive upgrade and a general service replacment part as far back as the 1958 352.
This is for your information in trying to figure out what was and was not done with the cam upgrade.
PLEASE READ-
Timing Chain and Gear Installation
When changing a timing chain and gears you will find that virtually all of the replacement top timing gears have a thicker mounting flange on the back of the sprocket. On the original installation, many FE's had a spacer washer between the cam and gear. It will be similar in shape to a round horse shoe, open on one side.
THIS SPACER MUST BE REMOVED BEFORE INSTALLING NEW GEAR OR SERIOUS ENGINE DAMAGE CAN RESULT UPON START-UP.
If the top timing sprocket you have taken off is thinner than the one you are replacing it with, the spacer is in there and may be difficult see. Look in the cam retainer on the front of the cam, it will usually be hiding there. If the "thick" gear is installed, the camshaft will be pushed back into the rear cam plug, and the lobes relationship to the lifters will be wrong. This can destroy the cam and lifters in a matter of seconds and the metal particles will destroy the oil pump, crank and bearings shortly thereafter.
-Bill Ballinger (Member of FE GURU COUNCIL @
http://www.fordfe.info/Forum/FAQ-Sty...2.html#390-410
When changing a timing chain and gears you will find that virtually all of the replacement top timing gears have a thicker mounting flange on the back of the sprocket. On the original installation, many FE's had a spacer washer between the cam and gear. It will be similar in shape to a round horse shoe, open on one side.
THIS SPACER MUST BE REMOVED BEFORE INSTALLING NEW GEAR OR SERIOUS ENGINE DAMAGE CAN RESULT UPON START-UP.
If the top timing sprocket you have taken off is thinner than the one you are replacing it with, the spacer is in there and may be difficult see. Look in the cam retainer on the front of the cam, it will usually be hiding there. If the "thick" gear is installed, the camshaft will be pushed back into the rear cam plug, and the lobes relationship to the lifters will be wrong. This can destroy the cam and lifters in a matter of seconds and the metal particles will destroy the oil pump, crank and bearings shortly thereafter.
-Bill Ballinger (Member of FE GURU COUNCIL @
http://www.fordfe.info/Forum/FAQ-Sty...2.html#390-410
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