First, yes, the 230, 250, 292 cam thrust plates are a different size then the 235/261 thrust plates. The 235/261 plate is .187 thick while the 230-292 cam thrust plates are .139 thick. Both are steel and both usually have four small depressions on the plates that are meant to sort of accumulate oil for lubrication.
With respect to a source for a 235 cam thrust plate, the pioneer number is PG213X for both the plate and the spacer. You might try Egge Machine for the 235/261 plate. They often have them available.
As for the use of the spacer ring, the spacer ring is beveled one one side. This bevel accommodates the machining filet at the snout and front journal. Allows the spacer ring to sit completely flat against the front cam journal.
The spacer ring is slightly thicker than the thrust plate. The hole in the thrust plate ID is just a tiny bit larger that the OD on the spacer ring and the clearance essentially allows the spacer to move with the cam without damaging the thrust plate. So the order of install is spacer with bevel facing the cam, thrust plate, then cam gear. When you install the gear, the gear will press right against the spacer and not the thrust plate. So you have the appropriate amount of clearance between the cam thrust plate and the cam gear.
The above is 100% for 56-62 235/261 motors and the last 63 235 motors with respect to the spacer ring. I am near 100% certain it’s correct for the 55.2 motors.
The 55.1 and earlier motors I am not at all certain the spacer ring was used. I have seen some literature over the years that suggest that a spacer ring was not used and that you set the distance with a feeler gauge while pressing the gear on. Whether that is accurate or not I do not know as I have never messed with a motor earlier than 55.2.
Last edited by Dragsix; 10/21/2025 2:21 AM.
