edelbrock carb

[len]

Any problems using edelbrock carb with 1956 distributer. Thanks

 

[craig]

won't work, doesn't have the necessary vacuum ports to control the advance/retard system. Just get a '57 or later distributor with a mechanical advance and standard vacuum advance

 

[Hot Rod Reverend]

Big time ditto to what Craig said!

The 54-56 distributors are especially matched to carbs of those three years and use vac signal only to advance.

 

[dmsfrr]

triple ditto to what HRR and craig said.

A dual canister Load-o-matic '56 distributor will only advance the timing correctly when hooked to a '56 carburetor.

 

[KULTULZ]

A dual canister Load-o-matic '56 distributor...

I've never seen a Dual Diaphram LOAD-O-MATIC dist before (and I am old).

What is (was) the application?

 

[Oldmics]

KULTULZ IS HERE

WOW

Havent seen you on any of the Forums for a long time. Glad your here.

The Load "O" Matic distributor (appropriately named) was the standard points distributor used.

Used thruout the entire Ford line in the 1956 model year. It used a dual diaphragm vaccum only advance mechanism.

Replaced in 1957 by the far superior combination vaccum and centrifical advance units.

Oldmics

 

[dmsfrr]

I've never seen a Dual Diaphram LOAD-O-MATIC dist before (and I am old).
What is (was) the application?

It was a one-year-only thing, 1956.
'54 & '55 used a single chamber vacuum canister Load-o-matic. The '57 distributors were upgraded to mechanical and vacuum advance.
Not sure if the '56 dual vac chamber dist was used with 2bbl carbs???
But they were used with the 4bbl teapots on '56 292 & 312 T-Birds and similarly powered full-sized cars.

 

[Oldmics]

dmsfrr

is correct in his statement on ONLY the 4 bbl engines used the dual diaphragm setup.

Good catch

I keep forgetting about 6 cylinders and the smaller V/8 engines with 2 bbl carbs.

Oldmics

 

[KULTULZ]

KULTULZ IS HERE

WOW

Havent seen you on any of the Forums for a long time. Glad your here.

Keep it between us... There may still be a warrant or two out on me...

Really, THANX!

The Load "O" Matic distributor (appropriately named) was the standard points distributor used.

Used thruout the entire Ford line in the 1956 model year. It used a dual diaphragm vaccum only advance mechanism.

Replaced in 1957 by the far superior combination vaccum and centrifical advance units.

Oldmics

Yeah, I am familiar with the system, but never saw a dualing diaphram model. Say 1956 model year specific?

I learn something every day...

 

[Crankster]

What were they thinking, at the time, with the loadomatic design? What alleged problem was it that they were trying to solve?

 

[Dobie Gillis]

What were they thinking, at the time, with the loadomatic design? What alleged problem was it that they were trying to solve?

They weren't trying to solve a problem per se. They were after gas mileage and they figured adjusting timing according to load was the way to get there. Also, the Load -O-Matic distributor was cheaper to manufacture as it had no centrifugal components. It looked good on paper, enough so that VW also used it on Beetles up into the 60's at least. The problem with it was it made the engine lazy and it got worse as things got out of perfect tune. With the horsepower race heating up (few really cared about gas mileage back then) it was replaced for more performance oriented applications in '57. It carried on with the smaller V8s for a short time and was used on 6 cylinder applications (mainly Falcon) into the 60s.

 

[KULTULZ]

What were they thinking, at the time, with the loadomatic design? What alleged problem was it that they were trying to solve?

It was actually a HOLLEY System.

I guess I never saw one (or realized what I was looking at) because I was a '57 freak...

1956 292 (312?) 4V LOAD-O-MATIC Dual Diaphram

 

[Ole Don]

Getting back to the Edelbrock question; a 500 CFM Edelbrock with electric choke works really well on a Y block. I used a two inch tall four hole spacer to help keep it cool, as they are known to percolate fuel after a hot shut down. The four hole design keeps air velocity up for part throttle response. They will run OK with a 600, but the exhaust will smell bad, and the low speed response suffers. 600 is a bit much for street use. To further tune any Edelbrock, use a vacuum gauge while driving a normal route, and note the lowest vacuum seen. Use needle springs one inch less that that seen.

 

[JeffB2]

One of the problems common is folks buying by CFM instead of by jetting Edelbrock makes more than one 600 CFM Carb a lot of guys with older Fords will pick the 1405 because it will hook up to the manual choke cable not knowing it is calibrated richer than the electric choke 1406.I advised a guy that complained of a bog and running rich to swap out the metering rods in his 1405 for those of the 1406 problem solved and gained 3-4 MPG. The 1401 Edelbrock is also 600 CFM but calibrated even leaner than a 1406.

 

[jhljr44@yahoo.com]

Where do you pick up the vacuum for the edelbrock 4V

 

[jhljr44@yahoo.com]

I have an Edelbrock 500cm that was T'd at the 56 distributor. Do I use the same vacuum sorurce for my 57 distributor?

 

[dmsfrr]

I have an Edelbrock 500cm that was T'd at the 56 distributor. Do I use the same vacuum sorurce for my 57 distributor?

If you're using the distributor vacuum fitting on the carb to the '57 distributor the answer is; Yes.
Not sure exactly where it is on a newer Edelbrock carb, haven't had my hands on one.
I also don't know what the 'T' would be for...
There shouldn't be any other devices connected into that line.

It won't hurt to double check that the vacuum canister on the '57 distributor is in good shape.
Connect a tube to it, put the other end in your mouth and blow gently to tell if the diaphragm holds pressure. Sucking hard should cause the points plate inside the dist to rotate about 1/4 inch, and hold that new position. Cleaning & carefully lubing those moving metal parts and the distributor shaft will put you a step ahead of the game.
Make sure the ground wire for the points has solid connections.
.

 

[KULTULZ]

Getting back to the Edelbrock question; a 500 CFM Edelbrock with electric choke works really well on a Y block.

I used a two inch tall four hole spacer to help keep it cool, as they are known to percolate fuel after a hot shut down.

I was reading through the site and came across this very good point.

The H4000, WCFB and aftermarket EDELBROCK carbs have the fuel bowls within the main body and as a result retains engine heat. With today's gasoline, the fuel will percolate/evaporate much easier, especially after shutdown and resultant heat soak.

The H4150/4160 (and to some extent the FORD 4100) places the fuel bowls away from the main body and air is allowed to circulate around them cooling the bowls somewhat.

A phenolic spacer is absolutely needed on any carb install (IMO) and a heat shield is available for the 4150 to shield the bowls from engine heat, especially an engine using a large ACL assy (retains engine heat around carb after shutdown).

THANX! for that reminder...