quote:Originally posted by Cowboy from Hell:quote:Originally posted by PanteraDoug:
The gears definitely need to be double pinned.
Use of the "heavy duty" oil pump drive shaft is what leads to the shearing of the distributor gear roll pin. There is no reason to use that shaft. If people would use the standard oil pump drive shaft the roll pin will not shear.
Show me one engine, ONE, having the oem oil pump drive shaft, in which the roll pin has ever sheared, in which the driver has been stranded somewhere because the roll pin sheared.
My advice is not to double pin the gear, my advice is to install an standard oil pump drive shaft.
-G
This is just a matter of opinion. No one is right and no one is wrong.
There is a fusible link in the oiling system.
Some say it should be the oil pump drive. Some say the pins.
I feel that if the oil drive is twisting that much under load, then there is double the shear put on the pins because of the snap back.
When the shaft twists and snaps back, you are shock loading the back side of the pins.
Difficult to show the pins snapped if the shaft already has twisted itself into a licorice stick?
Not disagreeing necessarily GP. Just saying there is no documentation one way or the other.
I personally have not seen this issue with the 289-351w, or the Ford FE's. Just the Cleveland.
It always seems that the distributor was just "recently rebuilt".
I'm running the Ford Motorsport 341-A racing distributor and the molly shaft. The distributor has not been touched.
I've got a spare Motorsport distributor if anyone wants one.