"Kultulz.  Thanks for sharing.  That’s a great piece of information in that Holley Service Letter.  With the mention of the Power Pack setup, it would appear to be an addendum to what was taking place for the 4V equipped production cars."

DAMN! A THUMBS-UP FROM TOP BRASS. THANX!

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Kultulz.  Thanks for sharing.  That’s a great piece of information in that Holley Service Letter.  With the mention of the Power Pack setup, it would appear to be an addendum to what was taking place for the 4V equipped production cars.
 
With that said, here’s the information from the Holley numerical listing:
List 1161 carbs are for 312 Ford and Mercury engines.
List 1162 carbs are for 292 Ford and Mercury engines
List 1163 carbs are for 292 Thunderbird engines.
List 1164 carbs are for 312 Thunderbird engines.
 
The numerical listing only goes into minor detail on the suffix numbers but a suffix number change doesn’t change its intended application.  I’ve another Holley manual that goes into the specifics of the suffixes or dash numbers at the ends of the list numbers but those represent either differences in automatic and standard transmissions or represents a change that was made mid-year during actual production.  A list number with no dash number would represent the original version.  In some cases, I’ve found a difference in suffix number simply indicating a mid-year production change in power valve and/or jet sizing change.
 
For all intent and purposes, the 292 and 312 carbs are interchangeable with no differences in drivability.  The restoration people do like the exact carburetor in place but for the rest of us, anything that looks the same is close enough.

Lorena, Texas (South of Waco)

NO PROBLEM -

THANX for the THANX!

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Kultulz.  THANKS for coming in with the Holley service letter on the Holley 4000 application.  That should give Rusty peace of mind. 


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

HOLLEY Service Letter - OCT 1955 - 1956 FORD - MERC Power Pack Carbs

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I don't know what the difference is between the two different list numbers, but the one you plan to use should work out ok.

I have a 56 Bird.  The carb that came on it was a sedan carb  (ECZ prefix number).  It ran very good on my 312 Bird (Professionally rebuilt).  I found  an original carb for a 56 TBird (ECJ prefix), had it rebuilt by the same rebuilder and it ran pretty much the same so I doubt you will notice any difference between the two carbs you plan to use.

A lot of these guys want you to go with the later (57 and Up) distributor, but if the carb is working up to snuff and the load-0-matic is the same, you will have no problems with it running correctly.  I acknowledge that the 57 and up distributor is a better choice especially when running a new carb, but with the stock carb and your desire to return it to factory specs your combination  should work very well. 

Repo hard lines for the 56 dual vacuum distributor are available as well as the special fitting that goes in the rear of the carb.  The Tbird parts suppliers have these lines and I assume some one like Dennis Carpenter has them as well.

I will acknowledge that in my 56 Bird, I am running a 57 distributor with a modified T-pot..





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

Rusty.  Oldcarmark's suggestion of using a later '57 or up ignition distributor on your '56 is a very good one.  The '55, '56 vacuum advance only system used with Load-O-Matic distributors can be made to work, but they can be finicky or problematic.

You could use the later distributor and simply not connect the vacuum connections from the Holley 4000 that you use.  Use brass fittings to block the existing take-off connections on the Holley 4000 and on the distributor vacuum advance chamber.  This will work satisfactorily, but will not give you as good gas mileage as you could have or prefer.  What you would have by doing this is centrifugal advance only.

Another approach would be to install the '57 or later distributor and have the '56 Holley 4000 carburetor vacuum signal take-off modified to provide the proper vacuum signal for the newer distributor.  By also supplying the proper vacuum signal to the later distributor, it would increase the ignition advance when engine load is reduced while traveling at a uniform speed in city or highway driving.  This results in improved gas mileage.

Ted Eaton has done a step-by-step article on how to accomplish the needed modification to the Holley 4000 carburetor body.  Click the link below . . .
http://www.eatonbalancing.com/2013/03/02/modifying-the-holley-teapot-four-barrel-carb-for-late-model-distributors/

Whatever ignition distributor you end-up using, the '56 Load-O-Matic or a '57 and later combination centrifugal AND vacuum advance unit, find a shop that is able to measure and adjust the ignition advance curve of the distributor.  Both the vacuum and the centrifugal systems can be adjusted / calibrated to accomplish optimum advance yielding both good engine performance AND fuel economy.

Hope this helps!


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

Correct. Im getting a rebuilt dual diaphragm advance that is proper for a 56 4v set up. I think they used a optional 56 2v advance as this looks like a late model advance with a single built in nipple.

Im hopeful they didnt screw anything up hook up wise. I know its a pre 57 dist as i have a 54-56 cap, rotor, points and condenser installed.

But the advance looks like what i see photo wise for a single 2v advance for a 56 with a built in nipple.

Shouldnt be hard to pull it off to swap the correct one in.

Only thing i have left to get is the reman carb from performance carbs the metal fuel line as mine was chopped and a intake gasket set. I already have the dual action fuel pump vacuum lines, the thermostat housing, the 45 degree angled hot water valve fitting to make this swap. I even have a rebuild kit with brass float and dashpot for my 1161-2 carb. Just prefert to let a pro restore it and replace all worn parts including bushings vs me just tossing a rebuild kit in.

1956 Ford Fairlane Town Sedan - 292 Y8 - Ford-O-Matic - 155,000 mi

Do some fleebay shopping.   Get a newer style distributor. Then you can buy brand new Motorcraft knockoff carb for $75.     I got the bottom plate for my Holley 2300 for $24 with free shipping.  Part came in 2 days.

Rusty.  Hmmmm . . .  The '56 Holley 4000s supplied two different vacuum signals to two diaphragm chambers on the '56 FoMoCo LoadoMatic distributors.  One vacuum line came from above the idle adjusting screws on the front of the carb (directly under the choke plates) and the other vacuum line came from a brass fitting attached to the carburetor base on the rear of the carb adjacent to where the vacuum controlled secondary plates are located. 

Someone may have substituted the single chamber diaphragm chamber on your distributor to accommodate the single vacuum take-off found on the 2100 carb. that the shop installed. 

In the '49-'59 Ford Car Text Catalog, the following carb numbers are listed for the 292 & 312 application using the same carb. parts list number (#37 breakdown)
ECJ 9510-U or V
ECZ 9510-G or H
ECZ 9510-L or M

Having the correct vacuum advance chamber on your '56 distributor may be just as important to having the correct vacuum lines coming from the '56 Holley 4000 that you install.

Hope this helps!  


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York