The Jalopy Journal
Discussion in 'The Hokey Ass Message Board' started by blowby, Jan 1, 2018.
There must be a reason I'm not seeing.
They want you to have more fun.....
But seriously, that's a good question. The original design of the block had a tower around the distributor, the could have put the intake gasket on either side of that tower. Later they eliminated the tower, so it would make sense to have it go through the intake.
Keeping the design compact is my guess.
Fewer parts, less machine work at the foundry.
Same can be asked about the timing chain cover! Why do you have to remove or loosen the pan to get it off? Had to have been an easier serviceable design.
Maybe they figured if you're having fuel problems they want you to make sure it's not ignition.
I have to re-seal my intake, and redo my timing while I'm at it.
you would want to move the spark plug wires out if the way anyway, so it is really just one bolt and a wire........thankfully they didn't make it the other way around, removing the intake to take out the distributor.
Could always be worse.....
a base for bolting ,upper shaft support and a structure to make it a pain in the ass to hook up the oil pres line.
^^ Yes, why didn't they put the oil line through while they were at it?
I don't remember whether I have to jack up my trans to get the distributor past my firewall. But that's my doing. Oh well, I'm going fishing today. More time to ponder..
Because they put the distributor on the wrong end of the engine!
Why do car makers do most things COST.
Is this really a problem? removing and installing a chevy distributor is a very simple task in the grand scheme of things....
I've got to agree with Moriarity, it really isn't a problem in the long run. Seems like on engines that the distributor doesn't go though the manifold you have to fight the manifold around the distributor to get it out or in. That is a bigger challenge with some of the big cast iron intakes that weight 50 lbs.
Makes more sense than behind the water pump like the late model LT1's.
Like the fe intake....
Them things are heavy!!!!
SBF is several inches longer than SBC, mostly because of front dist.
Not a problem, just an inconvienece. And in my case the vehicle sits up high enough that I have to climb up on the radiator support to get to it, and the aforementioned removing the trans mount and raising the trans to clear the firewall, and while underneath, cleaning and painting the timing marks. Then having to retime. This will take longer than putting a new bead of sealer at the manifold ends. I'd rather spend the time on other things.
My actual question though has to do with design considerations when starting with a clean sheet. Is it a problem that FE intakes go under the valve covers and weigh whatever they do? No, but why?
somehow it must have been cheaper that way.
So you know whether to paint it orange or blue.
Bitch! Bitch! Bitch! If the Distributor/manifold location is too complicated for you, GET A "FLATTIE"!!! LOL!
That was for better weight distribution to rear wheels. Chevy racers all know that.
Several being 2' longer than a short pump chevy .6 inch over a long pump sbc.
When the Distributer is driven off of the front it does eliminate a lot of cam walk through the timing which was a problem with the old SBC.
Not aware of this being a real problem except with roller cam as the taper on cam lobes pushes it back, or so I've always read/been told.
And sometimes that 2 inches is the difference between a fit with stock firewall or having to cut it. The 40 Ford being such an example.
This was my EXACT thought when I first read the post ! Caddy Northstar! The engineer that designed this needs to be beaten to death!
I like your post But my experance is the part that hits the firewall is the distributor.
Its in the rear to make room for the blower drive. JK
Some dead engineers legacy.....could have been worse.
That's why they invented McCulloch superchargers, centrifugal for gas engines, not screw off of a diesel.
Separate names with a comma.