Tim wrote:
On Jun 16, 12:27 pm, trainfan1 wrote:
Tom Adkins wrote:
Frank from Deeetroit wrote:
"trainfan1" wrote in message
news Steve Barker wrote:
http://i17.photobucket.com/albums/b7...c/IMG_0174.jpg
http://i17.photobucket.com/albums/b7...c/IMG_0175.jpg
the 429/460 has valve covers about twice as wide as these and more
than 4 bolts in them. These valve covers are small block chevy.
Sure looks that way.
Did Grey Marine ever use Chevrolet heads on a proprietary block?
This would be the only way to get the distributor drive gear into the
front of the engine as I see it.
That distributor is right where they are on the FE blocks. I can't
think of any common wide block that shares bore spacing &/or bolt
patterns with the SBC.
Anyone?
Rob
Looks like a smallblock chevy that is installed with the front of the
engine facing to the rear of the boat. The water pump and belts look
like they are mounted on the back of the engine and the drive shaft
would be connected to the front of the engine.
Aaaahhhhh, for reverse rotation.
The hard way.

It's easier actually to run the engine backwards.

But this is a good explanation, except again the pics are too small to
see if that is a timing cover or a bell housing(starter & all on
flywheel) behind the water pump.

Rob- Hide quoted text -

- Show quoted text -



Well, not really. The reason Chris Craft did that was to have the
flywheel to the front of the boat, so they could get a lower profile,
and clearence for the angle of the engine, seeing it was hooked
directly to the trans, and the prop shaft were all in line with no u-
joints or carrier bearings. Or, thats the way it was described to me.

For most newer boats that in line set up is not important. Most
everyone now days uses u-joints and a drive shaft. There is an optimum
u-joint angle for set up but I've forgotten what it is.

Its good to have the support of rear main bearings if you have a drive
shaft hooked up that leads to a jet pump or V-drive. Circle racers
often would set up to run off the snout because the prop rotation tends
to keep the boat from lifting and sliding in the turns. Many turned to
getting the engine to run in the opposite direction because of the
weakness of the front main bearing but one has to be careful to get the
crank oil holes re-drilled because running backwards with a standard
crank the centrifugal force will tend to impair oil pressure at high
rpm's causing high dollar engines to go bye bye.