Question for carb experts

[KULTULZ]

Originally Posted by Herman Munster

I've wondered about a remote mounted heater valve but I haven't been able to find any good parts book illustrations of it.

Originally Posted by Herman Munster

Here's how I relocated the valve on the water pump.

You know something? That is going to be ugly when you open the hood.

Here are two photos on inline control valves, vacuum operated. The 2nd is off an 86 TAURUS. Either can be hidden out of site.

[Herman Munster]

I know it looks a bit weird located like that. I was also looking for possible in-line valves that were used on 57 or later that were vacuum operated to keep a period look but I haven't found anything.
Those plastic ones are a possibility but they would definitely need to be hidden. The problem is there isn't really anywhere to hide it since the heater hoses are fully visible.

[KULTULZ]

Originally Posted by dmsfrr

I'm attempting the "period correct upgrade" route with a '55 Bird.
or at least a bit more like it should have been than when I bought it.

While I can definitely appreciate a car that's 'original', I'm not that hung up on it unless something is represented as what it isn't.

(like the engine in a certain car that was listed in 3 unrelated places as a 292, but was a 256)

Talk bout De'Jayvue All Over Again...

Years ago, I bought a '55 BIRD and a$$-u-me(d) it was a 292. I was working my first year @ the parts counter and dug out the 49/59 MPC and according to what I read it came through with a 256.

I dismissed it until I was re-reading this thread.

[KULTULZ]

Originally Posted by Smoke.eater

My heater control valve is on the inside of the firewall,on top of the heater box.

I have come to discover that the '55 and '56 FORD also had two heater styles, one with the control valve mounted on the intake and the other style @ the firewall. I cannot get a good photo to discern exactly where (outside or inside the firewall).

[Herman Munster]

This spot has a blank on the fire wall of my car.

[dmsfrr]

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Originally Posted by KULTULZ

..... Years ago, I bought a '55 BIRD and a$$-u-me(d) it was a 292. I was working my first year @ the parts counter and dug out the 49/59 MPC and according to what I read it came through with a 256.
I dismissed it until I was re-reading this thread.

It's my understanding that during pre-production planning the 256, being the newest engine at that time, was slated for the Thunderbird's.
Example: this unfortunately undated FoMoCo "Introduction" brochure, page 6...
http://www.oldcarbrochures.com/stati...er/image6.html

But by the time actual production began in the second half of '54 the newer 292 was used.
http://www.tbird.info/first-1955-thunderbirds.htm

http://www.oldcaradvertising.com/For...d%20Ad-04.html

http://automotivemileposts.com/tbird/prod1955tbird.html

.

[Herman Munster]

Actually it is dated as 1954 but it doesn't say when it 54 it was released. Even the car in the second page has a 1954 plate on it.

[dmsfrr]

Originally Posted by Herman Munster

Actually it is dated as 1954 but it doesn't say when it 54 it was released. Even the car in the second page has a 1954 plate on it.

I saw the '54 plate too but didn't see anything more specific that would tell when the brochure was printed.
Except it was before the hooded headlight doors and either/or option for the hard/soft top were agreed upon.

.

[KULTULZ]

Originally Posted by dmsfrr

It's my understanding that during pre-production planning the 256, being the newest engine at that time, was slated for the Thunderbird's.

Example: this unfortunately undated FoMoCo "Introduction" brochure, page 6...

http://www.oldcarbrochures.com/stati...er/image6.html

But by the time actual production began in the second half of '54 the newer 292 was used.

http://www.tbird.info/first-1955-thunderbirds.htm

http://www.oldcaradvertising.com/For...d%20Ad-04.html

http://automotivemileposts.com/tbird/prod1955tbird.html

...hmmpf...

THANX for the education. I did not know that...

[scicala]

Thank you Dmsfrr. I also never saw that brochure, or heard of the 256 Y-Block in the pre-production plans for the '55 T-Bird.

Sal

[Herman Munster]

Originally Posted by dmsfrr

I saw the '54 plate too but didn't see anything more specific that would tell when the brochure was printed.
Except it was before the hooded headlight doors and either/or option for the hard/soft top were agreed upon.

.

Here you go.

[dmsfrr]

Originally Posted by Herman Munster

Here you go.

Thanks. I wasn't looking in the right place.
It must be time for better glasses.

[scicala]

If you look close at one of the dash board shots, you can see the speedometer also only goes to 110 MPH.

Sal

[scicala]

I would guess the brochure was printed before even the 272 was introduced. Otherwise, why would they plan on the Merc. 256 since it's enemic compared to the 272 and 292.

Sal

[dmsfrr]

Originally Posted by scicala

I would guess the brochure was printed before even the 272 was introduced. Otherwise, why would they plan on the Merc. 256 since it's enemic compared to the 272 and 292.
Sal

I'll bet the 272/292 "EC" crankshaft hadn't been built yet.
.20 longer stroke... from 3.10 to 3.30

http://www.ford-y-block.com/dimensions.htm

And about the same time the intake ports were redesigned larger (photo below, '54 vs '55 gaskets) along with changing from gasketed 14mm to larger 18mm tapered seat sparkplugs.
.

[KULTULZ]

Herman?

Have you made any decision on which way you are going to go?

Look at this- https://www.ebay.com/itm/1957-312-Fo...item48a6800b88

The 4100 you have may be worth more than you think. Maybe sell or trade for later style 4100? A later style will allow you to keep the control valve on the intake.

A 1.08 4100 flows approx. 480CFM (rated). A 1.12 4100 flows approx 600CFM (rated). Actual flow also depends on the engine.

Oh, BTW...

Go back to Post #63. I made some corrections. The 55 272 still bothers me as I have a photo of an install with the economy heater and no valve on the intake. The inlet hose on the WP is hidden enough not to see clearly whether it has a valve.

[Herman Munster]

I've decided to keep my 4100 and possible modify the accelerator after I see if if I've worked out the choke heat problem. I've replaced the choke tube that runs through the inside of the manifold. I've also found an NOS choke tube button for the tube.
But before I put everything back together, I'm also looking for a PCV adapter for the T-bird valley cover I'm going to use. I haven't installed the valley cover so everything is stalled because of it.

[scicala]

If your issue is not enough heat to the choke to open it all the way, it's possible your heat riser is missing or stuck open ? When the engine is cold, the heat riser closes and helps force exhaust gas through the intake manifold cross over where the choke heat tube is. Also possible the vacuum passage in the carb or choke that pulls the hot air through the heat tube, is plugged with carbon. I've seen that before.

Sal

[Herman Munster]

Thanks, I had checked the heat riser and it operates freely but can get stuck closed or open if it's forced by hand in either direction. The original heat tube was broken and was causing a mild exhaust leak. The passages in the carb are clean as expected since it was rebuilt but had sat on a shelf for many years before i tried it. The only operational problem I encountered with the carb was a deteriorated accelerator pump diaphragm. It was very difficult to find any without buying a entire rebuild kit. When I found one, I bought every one the seller had. I think I have 3 extras.
The thing is I'm now thinking to convert the carb to a later style pump because of the binding problem with the heater valve.

[KULTULZ]

Originally Posted by Herman Munster

Thanks, I had checked the heat riser and it operates freely but can get stuck closed or open if it's forced by hand in either direction.

The heat riser valve was usually lubricated @ service intervals in the old days. Without leaded fuel, they should last a lot longer than they used to-

https://www.amazon.com/Genuine-Fluid.../dp/B00BK7MLKE

Heat Riser Valve- B5A 9685-E - 1955-56 272-292 Dual Exh Only

https://www.ebay.ca/itm/OEM-1955-64-...RZP0Z-&vxp=mtr

If you decide to go with 1957 Exh Manifolds later, they require a different valve.