If memory serves me right, the distributor in the RH engines is the same as the LH engines and rotates the same direction for both.  The RH camshaft is different simply due to the reversed firing order but it still rotates the same direction as the LH engines due to the gear to gear timing setup that’s used in the RH engines.  The oil pump also rotates the same direction for both the LH and RH engines.
  


I use the marine cover on my roadster to free up some the extra space in front of the engine which also accommodates moving the damper closer to the engine.  The oil pan is likewise shorter at the front.

Here’s a picture of the front of my roadster engine.

Lorena, Texas (South of Waco)

Regarding blower use, you may want to look at this thread from our Forum.  It was started last year, but has input from this past summer.

http://forums.y-blocksforever.com/Topic80044.aspx


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

i am confused ,in the world hear on the west coast rotation was always looking at the engine from the front.  clockwiise is the standerd auto rotation. counter clock wise is usually only used on dual engine aps,which helps keep the yacht going straight.(dual engine aps have 1 prop turning oposit to the other.onley evr worked on 1 counter clockwise y aparentley the oil pump and distrib. turn the same direction as clockwise. this bit of info from a ford guy who claims tho know the marin engines well.

What is the type of boat, how old is it & how bad is it in terms of a restoration?  If your selling all, you might want to list it with details in our sites Classifieds for a start.. 


Paul

Thank you. I have the best machinist anywhere around this area. If it can be done, he can do it.

I am having this evil thought of a front engine dragster powered by this little monster. Could I retain the Interceptor timing cover if I went that route (as I wouldn't be looking to spin a water pump)?
As far as the distributor, I think if I was running locked out timing I would only need to chance the gear correct? Or even flip the advance mechanism so that it worked in the opposite direction.
Anybody on here ever run a Borg Warner Velvet Drive in and out box behind a clutch??? There are a couple of small blowers for sale locally that struck my attention, but I need to keep this on the cheap so I don't know about all that nonsense...

THANKS for coming in on this, Ted.  I didn't know about the hash mark direction being different on the RH rotation marine crank rear seal surface OR of the frequency of rod bearing problems associated with the RH drive marine y-blocks.

Still learnin' thanks to mentors like you!  


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

Thank you for the info and warm welcome! It is a rhr engine. I have built mostly scrubrolet products but there have been exceptions such as Briggs and Stratton, air cooled VW, 2.3 ohc Fords, Harley Davidson and Kawasakis as well as probably a few others I am forgetting like Mitsubishi 1st gen 4 cylinder sohc engines. I like this old engine because of it's nostalgia factor. I know they were a hard hitter back in the heydays of racing. Everything is for sale though!...lol. I have the entire drivetrain from this old v-drive boat as well. I read that the Borg Warner in and out box for the velvet drive is a popular drag racing piece in the nostalgia crowd. I can be reached at (573)694-2657 if anyone is serious about buying. If I sell it I would like to sell as much as possible as a whole.

The RH crankshafts for the 312 Y engines had the rear seal hash marks angling off in the opposite direction from what is seen on the LH (normal direction) engines.  The oil holes are okay as they were not altered for the reverse turning crankshafts which may explain why so many of those RH engines had connecting rod bearing issues.  Turning the seal surface in the neighborhood of 0.010” should remove those reverse direction hash marks and still have the seal diameter okay to use with the new neoprene seals that are specific to the 312 engines.  It will take a shop with a narrow stone to work on the seal area so that crankshaft oil slinger is not removed in which to do so.

Lorena, Texas (South of Waco)

Freshwater cooling is GooD as relates to the potential condition of your engine block water jacket.  The FoMoCo 272, 292, and 312 cranks used in marine applications are not drilled differently from those used in other engine applications.  Remember that the engine's oiling system is pressurized.  No crank modification is required or recommended assuming that there is already some chamfering of the crank main bearing and connecting rod throw oil supply holes.  Yes, some of the Ford y-block marine applications had engine rotation opposite from that of FoMoCo car, truck and industrial applications.

IF you want information pertaining to your engine, the Technical section your thread is in right now is perfect.  The y-block is a great engine for use in building a hot rod.  They're a tough, reliable, torquey engine that can be purpose built for many different applications.  The only down-side of the engine is it's weight.  BUT, there are ways to reduce that!  Look at John Mummert's web site at   www.ford-y-block.com/   to get an idea of what's available for tailoring purposes.    

IF you are interested in selling anything to Forum members, I'd recommend posting contact information you wish to use within a thread.  The Classified section on our Forum would be the best place to list anything for sale.  The Forum email option and the Forum PM (personal message) option are not working dependably OR for all subscribers.  We had a software upgrade for the site not-too-long-ago and it created some issues that are still being worked through.

Welcome to the site.   


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York