are nothing more than simpleminded garbage cooked up by idiots who know nothing, don't understand, can't read a repair manual, etc. and if they cannot get it working it's obviously garbage!! I don't find them any harder to work on than most and I got my start on these back in the early 80's with the father of these, the Holley 885 that is used on my 1950 Mercury Sport Sedan. As for towering inferno and pressure regulators, the only time mine on my 56 Continental Mark II flooded and overflowed was because I let my Mark II sit toooo long and the fuel varnished in the Holley with the float down of course. The needle and seat stuck like ANY OTHER CARBURATOR under the same given conditions! The only other little known glitch I have is a very slight barely noticeable flat spot off idle sometimes. My solution was to adjust the idle mixture leaning on the rich side but not too rich as to cause the typical galloping idle associated with too rich idle mixture. Others have mentioned this little trick as well I have seen on various forums. If your Holley has the square edged choke plates instead of round, as others mentioned this is the harder to find Lincoln/Continental Holley as Fords generally use the version with rounded choke plates making this type a bit more desirable to us Lincoln/Continental fans. in the case of my Continental, it is running a 368 big Y block and its fuel octane demands are VERY high. I see people in my MARK group attempting to run regular 87 octane with the timing retarded an extreme amount and this can also cause very lousy performance. Very lousy performance under these conditions, well then let's blame it on the carburetor. I have my ignition retarded a bit but 92 octane doesn't begin to keep the 368 happy for pinging so I use a good octane booster and 92 octane and this 5400lb car has fantastic get up and go. Complaints about the Loadomatic ignition advance? I have none and I pointed out to people who always want to convert the Holley in 56's to the 57 Carter and newer distributor, the distributor with both vacuum and centrifugal advance actually has 5 degrees less full advance! If a pressure regulator is required the needle and seat are probably tired and worn out. Did the float develop a tiny leak and is weighted down with a bit of gas inside? Is that spring missing under the float?
I couldn't agree with you more on these Carburetors! The TOTAL BS stories of "towering inferno"
As for towering inferno and pressure regulators, the only time mine on my 56 Continental Mark II flooded and overflowed was because I let my Mark II sit toooo long and the fuel varnished in the Holley with the float down of course. The needle and seat stuck like ANY OTHER CARBURATOR under the same given conditions!
