I will add a slightly differing opinion.
After experiencing an ignition-fed wire shortout in my 70 300 many years ago, and scouring the FSM to trace the wire and find the shorting location, I became disappointed in Chrysler wiring. Generally, it is reliable (it's not Lucas!) however the circuit layout didn't have a good approach to FMEA (Failure Modes Effect Analysis, which I'll get to in a minute).
I smelled the unmistakable smell, whipped a U-turn in a driveway, and high-tailed back home (about 1/2 mile). The engine stayed running because I had separate wiring to an MSD ignition, otherwise I would've been stranded. The wire was in the alternator/regulator circuitry, and it was burned from the alternator thru the bulkhead and behind the dashboard (in the vicinity of the radio). Some of it didn't burn, but the insulation and ignition switch had notable heat damage. As I traced it, I discovered the car (mostly unmolested) didn't match the FSM for this circuit, which had 4-5 different items spliced together. They were items that shouldn't have been included on the non-fused ignition circuit (was a fusible link supposed to be protecting it?). I reviewed it multiple times over several weeks and kept drawing the same conclusion.
So, to FMEA:
IIRC, the circuit included the ignition switch, voltage regulator, hot wire to the coil, and 2 or 3 other non critical items (like IP lighting, or headlight door relays, or rear window defogger, or something like that).
FMEA says to review each item for failure and understand the likelihood - and what the consequences are. The non-critical items on this circuit were likely included so they could not operate unless the ignition was on (an intentional act) and therefore prevent battery drain if the item was left on when the car was unattended. However - a short in any of those items had potential to cause the ignition circuit to fail and the engine/car immobilized. The more items, the greater potential for a short.
When I got out of school, I spent 8 years designing electrical systems for custom-built utility trucks. Learned about relays and a little about FMEA on circuits. IMO not even the VR circuit should be included with the coil feed wire - if the VR circuit fails the engine needs to stay running, even if the charging system no longer works. To design the system better would have added cost, of course, and it was a competitive market even back then.