I have a comment on this shaft length issue.  Did you ever notice that the bottom of the driven gear is machined?  I think this is because the machined surface mates with the machined surface in the block.  The angle of the teeth on the camshaft would tend to push the distributor gear down and the machined surfaces would become a thrust surface.  If the gear location is 1/4" short, not only would the gear mesh be off, but the thrust surfaces would not touch.  The thrust surface would become the bottom of the distributor housing bowl and the flange on the shaft.  That area is typically not well lubed, so wear will be present.  Just my 2 cents.

As for the load-o-matic shaft exchange, the shafts would not interchange.  But, the load-o-matic and SBF shafts could be cut and spliced to get the desired length.  Back in the sixties I wanted mechanical advance for my '56 Bird, so I grafted the lower part of the '56 shaft to the upper part of the '57 shaft and gained mechanical advance while keeping the tach drive.  I couldn't afford a '57 Bird distributor then, and still can't.  I have a couple hundred thousand miles on my hybrid with no problems.

John - "The Hoosier Hurricane"

Hi John. If You go back to Page 4, the Company making those Aftermarket Distributors are doing exactly that. Combining the lower Part of an original Y-Block Distributor with late new Production upper Distributors. They  want to purchase any Cores just to get the lower Shafts.I wasn't sure if the lower end of Shaft rides on the Block. That being the Case the Shorter Shafts will not work even with a longer Oil Pump Shaft. So much for that Idea. Thanks for the Info.

  

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Duuuhhhh!  Why didn't I think of this before.  I talked about splicing the shafts to get the correct length.  Why not take a Cardone distributor, cut the shaft somewhere between the gear and the housing, and weld in a piece of shaft to lengthen it.  It's a shame to have to do that, but if it makes it work I guess it is worth it.

John - "The Hoosier Hurricane"

Go back to page # 1.I am a retired machinist worked in a machine shop for 44 yrs.I have worked with some very talented welders,I doubt that any of them would claim they could weld two shafts together and maintain a .005" tolerance in length.If it has ever been done it was due to lots of talent.Both length and straightness would be a big challenge.The measurement is taken properly from bottom of distributor housing flange to the bottom of machined pad on the bottom of the gear,not to the bottom of the gear teeth.I have built tach drive distributors from scratch using some original parts.A SBF distributor shaft is about .958" too short to use in a y-block.Like they say there is no substitute for length.SBF distributors can not be reconfigured to ford spec's for y-blocks,it is simply impossible without making the shaft longer That picture from Cardone is simply ridiculous,the measurement to the top of the gear is meaningless,distributor gears differ in height from different producers only the bottom pad on the gear comes into play.

                         john2747

nt[quote]john2747 (5/24/2018)

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You make some  good Points John. The Company making the Aftermarket Distributors are using a machined Sleeves to join the Hybrid Shaft together. I can see that working if the machining is Accurate. I don't have much faith in the Examples Cardone is using when they claim their Inventory of 30-2808 is "fine". They just don't seem to care. Avoid their Distributors unless  You want problems not too far down the Road.

  

Might be a good time for people looking for a distributor to start asking Pertronix.  They make pretty reasonably priced stock looking distributors for other engines.  If enough people ask there's a slim chance they could do it.  All they would really have to do is make a shaft and source a gear.  Everything else from the distributor body up, which they already produce for other Fords, should work.  This is practically what that other guy does.


Lawrenceville, GA

Charlie
That is a GREAT idea. Something that Pertronix might just go for as there isn't too much R & D needed.
Excellent thought
Jim

Further on this issue:
Is the problem that cores aren't available, or, is it that no one else rebuilds these things?
I have a very good friend that does distributors for me & others on a part-time basis.
He did my 57 Dist on his machine that we then installed the Pertronix module.
If all that's needed is new bushings, etc., along with new parts he could do it readily.,
including the testing of Vacuum/Mechanical advance.
If, however, the task is more involved and new parts (shafts, etc.) are needed,that might
throw a wrench into the works. Otherwise, he's the man. Not sure he'd want too much more work,
but be assured his work is impeccable.
He's in Norcal.

Has any one used a company name Philbin Rebuild Products in Oregon.  They rebuild distributors.


54 Victoria 312;  48 Ford Conv 302, 56 Bird 312
Forever Ford
Midland Park, NJ