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Group: Forum Members
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Oops!
The short answer is, yes, BUT as John indicated, in late '56 when Ford offered the over-the-Ford-parts-counter-only 2x4 power pack package for the '56 standard transmission only vehicles, they included some components to modify the travel of the stock '56 LoadOMatic distributor advance mechanism._____________________________
As you may know, simply putting two single quad application carburetors on a 2x4 manifold won't give you the performance that you desire. IF you dig in the Forum archive, you will find several recommendations for modifying '56 series Holley 4000 carburetors to work in a 2x4 configuration:'56 Ford / Mercury Holley 4000s originally purposed as single 4 barrel carburetors on 292 or 312 engines need to have the following modifications performed on them to function properly in an 'E' code (dual quad) configuration:
1) Install replacement secondary vacuum diaphragm springs
- springs to be installed will have half the tension value of what were used for original single quad application use;
- this is necessary because the vacuum signal for the secondary throttle plates vacuum diaphragm is cut in half with the 2x4 set-up; The spring value that you need can be obtained from Holley or a Holley parts supplier (Holley offers a spring assortment 'kit' that they sell for tuning the vacuum secondaries on their 4150 / 4160 carburetors; The kit is helpful for individuals who have changed camshafts. -Increased camshaft valve overlap will change the vacuum signal and negatively affect when the secondaries will open)
Depending on your engine combination (cubic inches, compression ratio, camshaft specs), you will likely use the white or yellow spring from the Holley assortment pack... NOTE: the weaker the spring in the vacuum secondary chamber, the sooner the vacuum controlled carburetor secondaries will begin to open.
2) Install secondary balance tube fittings in each carburetor base after removing the existing plugs. These fittings are installed on the fuel inlet side of the carburetor aluminum base nearest to the choke linkage side of the carburetor. (Look at the ‘E’ set-up on your ‘Bird) The installed tubes are connected by a vacuum hose that serves to equalize the vacuum signal to the vacuum control diaphragms to assure that the secondaries in the two carburetors open simultaneously.
- Ted Eaton on our Forum has recommended the use of Holley 4150 / 4160 carburetor float bowl connector tube for making the press-in tube fittings. This tubing will look nearly identical to original 'E' carb tube fitting once installed...
- connecting the installed tube fittings by a neoprene vacuum hose will be identical to the original Ford 'E' set-up.
3) For the dual quad application, install the correct high speed primary jets in both carburetor bowls for your elevation (#45 for 0 to 15,000 ft.)
4) For the dual quad application, silver solder closed the secondary 'venturi metering tubes' (2 in each carb), re-drill orifice with the correct size number drill bit (#55 for 0 to 15,000 ft.) Note: obtaining the correct size secondary metering tubes is impossible; by silver soldering the existing tubes closed and re-drilling them, you accomplish the same thing.5) The power valves in each carburetor fuel bowl will need to have two or three turns of their spring tied together to reduce the total spring tension. This is necessary because the vacuum signal is reduced when the two carburetors are used together in the2x4 configuration. Without making this modification, the 'economizer' (power valve) will not open as needed to enrich the air fuel mixture when accelerating.
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a.k.a. Charlie Brown
near Syracuse, New York
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Group: Forum Members
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Ford had reason for discontinuing the use of the vacuum input only Load-O-Matic distributor advance units, Mike.
IF I didn't do anything else in assembling a y-block for use in a vehicle, I would change out the original Load-O-Matic distributor for a later '57-'64 unit.
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a.k.a. Charlie Brown
near Syracuse, New York
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Hoosier Hurricane
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Charlie: I agree with what you say except for carb jetting. The ECZ-M carbs are not dual quad carbs. The dual carbs have restrictor rings on the boost venturii to increase the air flow in the primaries, thereby increasing vacuum at the fuel discharge tube. 55 jets will be too lean without the rings. I would suggest leaving the original jets in the M carbs and when the setup is running, tune the jetting as needed. I'm not sure why the secondary jets are smaller for the dual setup, the secondary throats are the same size for both carbs. Maybe there are differences in air bleeds somewhere making the jetting requirement different.
John - "The Hoosier Hurricane"
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Rocketman 88 (8/27/2014)
Thanks for the info. Any idea where I might find a set resonably priced?
Mike
Well, the last set of hold down clamps I referenced were $100.00 plus shipping, Mike. -Ridiculous! This set on eBay is $30.00 Buy-It-Now plus shipping. Search eBay item number 271588347168.
These are still more expensive than I'd like to see you pay, BUT... I don't have any to offer to help you out.
IF you want to wait, I'll keep lookiing... 
a.k.a. Charlie Brown
near Syracuse, New York
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DryLakesRacer
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Rocketman 88. Good luck with your project. I'm working toward the same end but using different avenues.Moving along pretty quickly just waiting for one of the cabs to come back from restoration; one is already done and works perfectly. It will be the principal carb. Mine will be on my 56 292 also.
What are your plans for an air cleaner? Not wanting the look of a 270HP GM car I'm hoping to replicate the the Ford parts counter Purolator cover, red of course. I have found quite a few photos on line but no actual demensions which I hope I can come up with from some one on this site. Ted showed us alot of 2 4 barrel combos I was hoping he has an original but I haven't asked and will after both carbs are on the manifold. I think I have the base figured out and the filter element. I already purchased a few "near" correct decals and I will always say it's a replica and not a real Ford 2-4 setup.
Mine will just be for crusing and to look different when I open the hood. I may need to go back to the black rocker covers and remove the T-birds but not sure on that....Once again good luck
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Oldmics
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According to my Holly information the float bowl cover is different on the dual quad carbs that the regular T Pot The cover used on the 1956 EDB carbs and also on both of the 1957 "E" carbs are the same part number and again different than any of the other T Pots.
As to that auction on the hold down clamps - that guy screwed me on a set of "E" style clamps (sent normal hold downs) and was a real P.I.T.A$$. I would not entertain any purchases from him.
I have a Purolater dual quad Ford correct air cleaner that I would sell if interested (not cheap).I could offer the dimensions to you if you like.
Oldmics
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DryLakesRacer
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Oldmics..I am definatly interested in the air cleaner please e-mail me at gmc6power@earthlink.net with details I and thanks for the information. This site has been a wealth of information....Thanks
56 Vic, B'Ville 200 MPH Club Member, So Cal.
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Oldmics (8/28/2014)
According to my Holly information the float bowl cover is different on the dual quad carbs that the regular T Pot The cover used on the 1956 EDB carbs and also on both of the 1957 "E" carbs are the same part number and again different than any of the other T Pots.
Oldmics
THANKS for the info, Oldmics. I'd like to see what the openings look like on an ECJ or EDB carburetor cover. 
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a.k.a. Charlie Brown
near Syracuse, New York
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Hoosier Hurricane (8/27/2014)
Charlie: I agree with what you say except for carb jetting. The ECZ-M carbs are not dual quad carbs. The dual carbs have restrictor rings on the boost venturii to increase the air flow in the primaries, thereby increasing vacuum at the fuel discharge tube. 55 jets will be too lean without the rings. I would suggest leaving the original jets in the M carbs and when the setup is running, tune the jetting as needed. I'm not sure why the secondary jets are smaller for the dual setup, the secondary throats are the same size for both carbs. Maybe there are differences in air bleeds somewhere making the jetting requirement different.
Your thinking regarding the jetting of original application single quad Holley 4000s when used as replacements for the 'E' code carb units is appreciated, John. Your actual experience with the 2x4 set-up on your '56 is invaluable.
In assembling a set-up with '56 single quad application carbs, I've been going by what I've gathered from earlier Forum entries and what I've been able to glean from the Ford parts books in putting a set-up together. I can see where the difference in primary booster venturis could cause a difference in the primary jetting you've mentioned. While the brass washers on the venturi boosters could be viewed as a form of air flow restriction, they also would seem to speed up the flow of air for metering purposes.
You mentioned air bleeds, and that's something I've been scratching my head about. Wasn't there a different cover used on the fuel bowl of the ECJ and EDB series Holley 4000s used with the 2x4 configuration? Do I recall Ted mentioning something about air bleeds on the 2x4 Holley 4000s in the 2x4 testing article in Y-Block Magazine? Because the vacuum signal is cut-in-half in the 2x4 carb set-up, is the venting needed for the fuel bowl different???
Thanks for any help on this. I'm trying to avoid more-than-normal sorting out a a non-original set-up.
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a.k.a. Charlie Brown
near Syracuse, New York
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Oldmics
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I will get a picture of both covers up over the weekend (work is crazy busy at the moment)
I too would like to see what the difference is.
Oldmics
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