Anyone have experience with this electronic ignition distributor on 1956 Thunderbird? Has anyone had any experience with the electronic ignition distributor shown in the link below on a 1956 Thunderbird? I'm guessing it would not work with the teapot carb? Would it work with a 1957 or later carb?
https://www.ebay.com/itm/FORD-Y-BLOC...19.m1438.l2649 |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb You are correct. It's built to work with a '57 or newer carburetor.
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Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Amazing they don't mention that little factoid isn't it?
Wonder how many buy this system and the car won't run correctly? |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb I would think that distributor would work with any carb. Just use manifold vacuum. Am I wrong?
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Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Quote:
"what you're suggesting will do the opposite what you want. When you open the throttle manifold vacuum will drop off, decreasing advance. The ported vacuum will increase as you open the throttle and continue to increase as the flow thru the carb increases. giving you full advance." https://www.fordbarn.com/forum/showthread.php?t=192905 The (single chambered) vacuum advance canister on a distributor connects to a designated fitting on the carburetor. An oem '56 dual canister distributor has two vacuum lines, one connects to the carb, the other to manifold vacuum. The only one I'm aware of that connects to the intake manifold. . |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb At that low price it's almost a guarantee that it's Chinese manufactured garbage for the American market.
Sal |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Quote:
GM uses (did) this system in a lot of applications, |
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Maximum vacuum advance at idle does have certain advantages, lower engine temperatures. Unfortunately a direct manifold connection also increases NOX emissions. Another myth is that "ported" vacuum was a smog era invention, it was touted at least as far back as 1930s publications as a way to ensure a steady smooth idle - exactly what the modern tuner will find today. |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Quote:
If there isn't that much difference why did Ford and Holley, Autolite (etc.) go to so much design and engineering expense over several years changing and upgrading carbs and distributor advance... if straight manifold vacuum would have worked in the first place? Is it for reduced emissions and improved fuel economy? or ? |
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Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Quote:
"Ported" manifold was utilized/invented because it allows for a steady idle, and long before any pollution controls were ever dreamed of. There is probably more misconception about distributors and ignition timing than anything I can think of, and especially vacuum advance. It's often found disconnected because the tuner doesn't understand it, or "curving". Part of the problem too is so many components and methods (and marketing) geared towards drag racing are mistakenly employed by people who only and ever drive on the street. Huge carburetors and intake plenums, rumpety-rumpety cams and racing distributors are made for high RPM and high speed only, and won't idle well or handle nicely tooling around town. A mechanics vacuum gauge plumbed into the cabin will illustrate how engine vacuum fluctuates wildly and quickly under different engine load conditions. That's the key to understanding vacuum advance (or retard); the mechanical weights or centrifugal distributor advance is RPM only, vacuum advance is load dependent, they are completely independent of each other. If you were to connect two vacuum gauges, one to manifold, and one to "ported" they would read exactly the same cruising down the highway. Thus the advance at the distributor would be the same. At idle 30° or more BTDC tends to cause alarm, but there is no load on the engine. And as soon as there is, the vacuum goes away. Most engine tuners recommend a stock engine be connected to "ported" while a modified street engine will prefer being connected to a straight manifold source, mainly for the reasons mentioned. |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb At idle 30° or more BTDC tends to cause alarm, but there is no load on the engine. And as soon as there is, the vacuum goes away. Most engine tuners recommend a stock engine be connected to "ported" while a modified street engine will prefer being connected to a straight manifold source, mainly for the reasons mentioned.
This is why it worked so well for me, my 312 had higher compression, big valves, an Isky cam and other goodies. At idle, it had a bunch of advance, and while opening the throttle, both vacuum and advance would drop significantly. It needed 89 octane all the time, and 91 or 93 if I raced. It would eat orange 350's for breakfast. It was a fun car. |
Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb Very informative,THANKS!
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Re: Anyone have experience with this electronic ignition distributor on 1956 Thunderb While you kids have your meltdown, I have a Pertronix II in my 57 distributor and it works very nicely. One trip to the west coast (from the east coast) and a lot of other shorter trips and it has worked very well.
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