Actually, I don't think the upper timing gear can be "turned over". I
replaced the timing gears and chain a few months ago. If my memory
serves me right, the upper timing gear can't be turned over, because
the mounting surface plane of the timing gear is recessed. If you were
to flip the gear over, it would no longer line up with the lower timing
gear.
The "adjustability" on the stock upper timing gear lies in the fact
that there are two sets of mounting holes in it. By using one set of
holes versus the other, you can change the cam timing by half a tooth
on the upper gear.
Tim Holbrook
1971 TR6
--- Sally or Dick Taylor <tr6taylor@webtv.net> wrote:
> From: tr6taylor@webtv.net (Sally or Dick Taylor)
> Date: Fri, 4 Oct 2002 23:49:13 -0700 (PDT)
> To: vance.navarrette@intel.com (Navarrette, Vance)
> CC: 6pack@autox.team.net
> Subject: RE: Adjustable camshaft
>
> Vance---I've never tried this myself, and am in no position to doubt
> Mr.
> Vizard. It is written that one can "turn over the cam sprocket" and
> there will be a timing difference of "one or two degrees." (Kastner)
> I
> can visualize this, but don't see how one could then move to
> different
> teeth and come up with combinations. I would think that either the
> stock
> timing location that gives a straight up "0" setting, or the
> "reversed"
> sprocket with it's one or two degrees of offset are the only choices
> here.
> It could also be that I am not following the proposed line of thought
> that is suggested by Vizard.
>
> Other options would be elongating the cam sprocket bolt holes,
> eccentric
> bushings, or making an off-set key for the crank. One then would need
> access to a dyno to know if power improvements are being made.
>
> Still, you made a good point in bringing up this possibility, should
> one
> find that doing the sprocket reversal gets one closer to whatever is
> carded as correct for the cam.
>
> Thanks,
>
> Dick
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