<VV> 140 pg vs. 140 std crank

[NicolCS@aol.com]

The crank gear is retarded 4 degrees through a differently machined hub/gear. 
 This advances the cam to raise the cams peak torque rpm. You can convert the 
crank by changing the hub.  Changing the hub requires a big (20T) press but 
with that equipment, isn't too big a deal. There's a thin paper gasket that 
must be replaced too or the hub will leak onto the flywheel.

You can also get this benefit (raising the peak torque rpm by about 100 rpm 
per cam degree) by advancing the cam with a split key.  At the cam, you would 
advance for the same benefit.  I don't know if the 4 degrees that is specified 
for the PG140 is in cam degrees or crank degrees.  I assume it is in cam 
degrees.  Does anybody know? 

I plan to do this change soon myself . My '67 has the 889 cam with a PG140 
crank; it's so much fun to drive, I'm going to do the same thing to my '66 EFI 
car.  The PG 140 mid-range torque is phenomenal in front of an manual trans and 
it really responds when the secondaries open at lower rpms!  
Anybody know about the cam-degree question?
Craig Nicol

<snip>I know the 140 STD and the 140 PG crankshafts have a different (4
degree) gear relationship. I cannot find the technical data that tells
if the 4 degree difference is a retard or advance.
If I remember, the same size woodruff key is used to locate the gear on
both the cam shaft and the crankshaft. If this is so, is it possible to
take a 140 standard crank or camshaft, remove the gear and existing key
and replace it with a 4 degree offset woodruff key to get the same
relationship as used on a 140 PG engine? If so, is it more advisable to
change the cam key or the crankshaft key?<unsnip>