To keep the valve train all in sync and running smoothly at 7500 rpm was the job of two timing chains. The small one ran between the crank and the accessory driveshaft, located where the original FE cam ran in the block. Now the second chain was just flat out long at six feet. It runs in a T-shape and is driven at half the crankshaft speed from the accessory driveshaft. It then runs through a fixed idler and camshaft on the driver's side, across a 20+" guide designed to control chain whip, over to the passenger's side camshaft and adjustable idler controlling chain tightness, then back to the accessory driveshaft chain sprocket. This camshaft drive system was deemed by the Ford engineers to be less complicated and easier to field service than any heavy, costly, noisy, and excessively complicated gear driven system. All the chains, guides and idlers are lubricated through splash and oil throw off from the front main, accessory driveshaft, and the outer cam journal supports. Keeping all this rotating mass covered was done using a two-piece cover system with a 0.090" thick steel plate gasketed to the block and heads, while a beautifully sand cast cover was attached to the front.
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The Cammer was based on the 427 side-oiler block with cross-bolted main bearing caps. This block was shared with the normal production 427 (if you can call any Ford 427 a "normal production" engine). It differs in two ways, however. A cast boss and drilled passage through the water jacket at the rear of the block drained oil from the cylinder heads. Since an accessory driveshaft is used in place of the normal camshaft, only bearing locations #1 and #2 are used. The remaining three locations are fitted with steel bushings to seal off the lubrication system and provide oil passages to the overhead valve train.



The normal timing chain ran to an idler shaft in place of the normal camshaft. This shaft continued to drive the distributor and oil pump. A sprocket on this shaft drove a second timing chain a whopping 6 feet long which snaked around the camshafts and various idler wheels. The accessory shaft is further supported by a ball bearing in the front cover. Due to oscillations in the long timing chain at speed, it proved difficult to time the camshafts. Operation in excess of 7000 rpm also taxed the oiling system, but clever engine builders found solutions to the problems.