Beltdriven Timing System - Timing Is Everything

Make sure to test fit the bearing assembly prior to final installation. To make later assembly steps easier, make sure the dowel pin on the camshaft is in the three o'clock position.

The kit includes a seal that must be pressed on to the front of the bearing assembly, and like the crank seal, trying to tap it into place with a hammer will only lead to frustration and an oil leak. Again, if you cannot find a method to safely press the seal into place, CV provides a custom tool (part number CVT-CD1) that makes the process a snap.

To prevent leaks, apply a thin bead of silicone around the inner side of the flange on the bearing assembly.

Six locknuts hold the bearing assembly to the back cover. They should be torque to 10 lb-ft with no Loctite.

Apply red Loctite and install (but only finger-tighten) the three 5/16-18 bolts that connect the camshaft to the camshaft thrust bearing assembly and visually check to make sure that the camshaft's lifters are centered underneath the lifter bores. Although it shouldn't be necessary, CV products does sell shim packs to correct for both improper camshaft location and endplay in the event you get an odd cam or something else happens.

Troutman uses a screwdriver to gently check endplay.

If everything is to your liking, you can torque the three cam bolts to 28 lbs./ft. It can be difficult to hold the cam steady while torquing the bolts this much. Resist the temptation to jam a screwdriver through one of the lifter bores to lock the cam in place. Instead, CV sells a spanner (CVT-CD3) that you can see here that you can use to lock the cam in place.

Install the included Woodruff key into the hub of the cam thrust bearing assembly. If the dowel on the cam is at three o'clock, the slot in the hub will be at twelve o'clock, making the dowel easy to hold in position while you tap it in place with a brass punch.

This is the cam pulley. It allows minute adjustments to easily and quickly advance or retard the camshaft as much as four degrees.

Install the crankshaft pulley. It should be a tight fit. Here, Troutman is using the same tool he used to install the crank seal to protect the pulley as he gently taps in into place with a dead blow hammer.

With the cam pulley still not bolted into place, the belt and pulley can be positioned.

The crank and cam pulleys are aligned by setting the timing marks so that the dot on the crank pulley bisects the two dots on the cam pulley.

The bolt holding the cam pulley in place is a left-hand thread. Make sure it is lubricated with ARP Moly lube and torque to 70 lbs./ft. You will need a separate wrench on the crank to hold the assembly still while torquing the retaining bolt. Now you are ready to degree in your camshaft, install the cover and finish the engine assembly.