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Accurately machined out of aluminum for the 1932-34 4-cyl. motors. This mounts up in the block at the rear main. USA
A specially designed seal to get rid of that nasty rear main oil leak. The crankshaft must be machined in order to use this seal. U.S.A.
3/8 tube that threaded into the rear main for a drain. This style was used on the 1932-34 4-cyl engines. Threaded end is notched to reduce oil restriction. USA
Special tool for removing and installing the A-6259 cam nut. U.S.A.
Two pins are used to hold the fiber timing gear in position on the camshaft.
Most mechanics take this nut off with a punch and hammer. So you will find a lot of dmaged nuts. Check to make sure the nut is not bent. U.S.A.
Controls the end play in the cam. Fits in to front timing cover. Complete with spring. Be sure to grease this little guy when you put it in, or it will make a noise that sounds like your motor...
Goes on the crankshaft to hold the crank gear in place. U.S.A.
The steel crankshaft gear that drives the fiber gear. Made by the same company that makes our camshaft gear so its a perfect match. U.S.A.
A nice cast steel pulley. The one piece pulley is what Ford put on the car when it left the factory. The two piece pulley allows you to remove the pulley without removing the radiator.
These gears are made out of a laminated material instead of a maserated material. These are a stronger gear. U.S.A.
Made from laminated shim stock. Two shims for rear main, and four for center and front main bearings. .015 thick. U.S.A.
Available in aluminum. When running an overhead valve set-up or if you just want a bullet-proof gear, this is what you need. Standard size only. U.S.A.
A brand new cam so no core is required! This is a B cam that will work in 1928-34 4-cylinder engines. Grind is very similar to the touring grind on our reground cams. Has the lobe on it for a fuel pump...
Screws into the rear main bearing for draining the oil back into the pan from the main bearing. U.S.A.
