The keyways will be about 120 degrees apart on the cam gear- - - - -I'm going to totally ignore the timing marks, and concentrate on where a line drawn from the edge of one side of the keyway intersects a tooth on the perimeter of the gear. In the mid-1970's, Datsun used the same approach on their timing sprockets to adjust for timing chain stretch. They used a dot, a triangle, and a square mark to identify different slot positions. One slot will be a few degrees advanced from the original keyway, and the other will be a few degrees retarded. Then woodruff keys with various offsets will allow me to have a much wider range of adjustment than offset keys and the original key slot would do. The same approach could also be used on the crankshaft gear. I've been setting up racing cams with a degree wheel and a dial indicator for decades, so some train driver's opinion about where a timing mark needs to be is a moot point.
Jerry
Its fairly common to have multiple keyways in the Hi-perf sector as far as v-8s anyhow. It never fails, someone has a cam ground to a specific spec., and the cam grinder either doesnt get the keyway right or for whatever reason the cam doesnt degree correctly. Inline wise, I ve only ran across this on a model a that I was putting together an overhead valve conversion on. I had a custom grind built from a fellers notes when he was playing with them in the 40's, and I just couldnt get into the butter zone without a new keyway. In my case, I broached the crank gear instead of the cam, because the cam had more or less a dowel pin. With custom grinds quickly becoming a thing of the past on ancient engines, and as the hot cams get picked up by smaller and smaller shops (especially if reusing blanks), I can certainly see the need for it. Custom begets more custom.
