Who is the vendor (seller) of the timing kit?

Can you give PN?

See if this helps - https://www.eatonbalancing.com/2015/09/24/degreeing-in-the-camshaft-part-iii-its-twelve-pins-between-the-marks-for-the-ford-y/

____________________________

I am having trouble figuring out  how to use the muti  Keyway Crank Gear. I can see how it goes if stock original Timing is wanted. One Mark on Keyway and One on outer Edge of Gear. If I want to advance Timing I think by just 4 Degrees what are the reference Points I need? The Picture from Y-Block Book I am thinking shows the Keyway to use and the Tooth marked A4 is what. The Timing Mark to count Pins? Thanks.  

  

Are you taking into consideration that the cam has 2-4 degrees advance ground in? As Ted recommended, best to use cam card specs and degree the cam. 

Thanks for the Info. The Cam I am using is just a stock aftermarket replacement. I am thinking of being very conservative and adding just 4 degrees to cam setting. 

  

The stock E-Code used the same camshaft as the C & D-Code engines; only the F-Code used a different cam. 

Mark, I made 3 cam timing adjustments after assembling my 312 clone.  My cam is a copy of what Ford used in all y-locks for the year 1957 only except for the E and F code versions. It has a higher lift and longer duration than the stock Y-block cam. Nothing wild at all but the performance was noticeably much better. If I can remember correctly, it was ground with 2* advance built in and I advanced it another 2*.  Driving this engine just didn't seem to measure up to what I remember a 57 312 was like. Removed the timing chain cover and advanced the cam another 2* for a total  of 6.  That additional 2* made a big difference with improved snappy very responsive acceleration, better and smoother idle. So I thought: If that additional 2* made that much of a difference, another 2* should be better yet. Removed the timing cover again to add 2 more to the total. This proved to be a mistake because the performance decreased. Removed the timing cover one more time, retarded the cam 2* and settled for the sweet spot of 6* total advance. I'm not sure how this would have worked at top end because I don't race it. Hope this helps with your decision.... 

64F100 57FAIRLANE500

When you say "my stock rebuild", does your camshaft have a duration of 197 degrees at .050 lift? If so, I see no need or gain by advancing it 8 degrees. 

For a stock camshaft, it’s recommended to limit the amount of camshaft advance to 8°.  If the camshaft is ground on 113° lobe centers, then you would like to install it so that the intake lobe centerline is 105° which would be 8° of cam advance.  If it’s a new timing set, then figure on the chain stretching on the order of a couple of degrees in the first 15K miles or so.  You can check this by just performing ignition timing checks at intervals which will give you an idea of how fast the timing chain is stretching which in turn is also retarding not only the camshaft, but the ignition timing as well.

Having too much camshaft advance can make the cranking compression higher which in turn makes the engine less tolerant to low grade or low octane fuels.  It also makes the engine more sensitive to ignition timing and/or curve adjustments.  Peak power is also going to be at a lower rpm but for a daily driver, not a big deal.  You can double check that cam timing change by performing a cranking compression test on your engine.  Keeping the cranking compression in the 150-155 lb range will keep the engine happy on most 89 or higher octane fuels.  180 lb readings would likely be the upper limit for tje better premium grade gasoline.  The compression ratio of the engine is also a player in all of this so if the heads and decks are milled, then take that into consideration.  I run 225 lb cranking compression on my racing Y which requires a minimum of 110 octane racing fuel with the total amount of ignition timing set at 35° BTDC.

Just my opinion here so let’s hear other thoughts on this.

Lorena, Texas (South of Waco)

Thanks for your input. Is there any downside to advancing Camshaft?  I mostly use it around Town for Shows. 

  

I'm a believer of advancing a cam in a stock or near stock engine seeing limited use and mostly intown driving. I've had them as far as 8* and prefer 6*. On all my rebuilds it seems at the crack of the throttle the vehicle will almost jump at the start. I also feels as if I used less throttle while driving helping economy. I used 8* in a 400" pickup truck and even with a cabover camper and loaded car trailer it performed better than I could have ever imagined. Before multiple keyway gears I made offset woodruff keys which now you can buy. Good Luck

56 Vic, B'Ville 200 MPH Club Member, So Cal.