On a 1954-56 Ford passenger car, the distributor is tight to the firewall.
Of the many email's, messages, and phone calls I receive, questions on 50's Ford fuel and ignition systems are at of the top of the list. If you are experiencing problems, plan to upgrade or increase performance, or need to replace your distributor, this post is for you.
You would think that in its 70th year of existence, the Ford Y Block would have nothing but tried and true information concerning the possibility of ignition upgrades, distributor options, and parts availability. Nothing could be farther from the truth, and many Y Block owners - especially those unfamiliar with 50's FoMoCo technology can get really confused. Granted, most of the couch-warming, cheese puff-munching, self-made experts on social media are no help. But, to be frank, many times the guys at the local car show or cruise-in are no better and only add more dirt to the murky waters.
Facts on 50's Ford Ignition Systems
Before we get into modern upgrades, what I run personally, and all the rest, let us get into a brief history of what Ford Motor Company did in the 1950's. Understanding the differences among the years, models, and applications will help clear things up. If you do not own a shop manual for your model year vehicle, I highly suggest you at least begin there. To keep it all organized we will go year by year.
1954-56
Ford introduced the Y Block in 239 c.i. and 256 c.i. sizes, with the 256 being the Police Interceptor and Mercury engines. All ignition systems in 1954-56 were matched to the carburetor - meaning that the distributor was specifically mated to the carburetor in vacuum signal. Ford began the Y Block with an ignition advance system that was ONLY operated by vacuum. There was no mechanical advance during these model years. Both the two barrel and four barrel carburetors had so called spark control valves, and the vacuum passages in the carburetor were specifically designed to channel enough vacuum to move the advance plate. It is my understanding that only marine Y Blocks had mechanical advance during these years - of course that setup would have been highly different with side-draft carbs, etc.
Special notes for 1954:
1. Tang or "slotted" drive instead of the hex drive for the oil pump
2. 13 teeth on the drive gear
3. 14 mm spark plugs
4. Still a 6 volt system
Ford used the tang/slotted oil pump drive distributor only in 1954.
Ford did go to the hex drive in 1955 and all years following. Also, the 1954 239 and 256 had a camshaft with both "large" journals and a different tooth gear count to drive the distributor - different for the year of 1955 and following. (Even the 1955 239's in F100's with the EBV designation had the "small" cam journals and a distributor gear count of 14 like all of the Y Blocks in subsequent years.) Ironically, all Y Block heads in 1955 and up also had 18 mm spark plugs. And, in 1956, FoMoCo went to a 12 volt system.
1957
The 1957 model year was the all-out best year for Y Block performance. This was the year that Ford had both a 2x4 carburetor high-performance package and a VR57 Paxton supercharged option available from the factory. (Ford did sell an over-the-counter 2x4 kit at dealers in 1956.) This was the first year that both mechancial and vacuum advance was included in the distributors. The breaker plate was a one-year-only item as Ford improved the quality the very next year and kept the same design throughout the life of the Y Block. The distributor cap was a little bit taller than the 54-56 Load-a-matic versions as well.
The 2x4 Holley 4000's had their spark control valves blocked off for proper vacuum signal.
1958-64
If you purchase a rebuilt distributor in the aftermarket world today, usually these 1958-64 units are the ones that have been rebuilt and offered for the 1957-64 model years. Some listings will even say "1954-64" even though we all know that the 54-56 version is very different. There were a number of Motorcraft embossed distributors that Ford produced. I am not sure of the years these were manufactured, but they are most often idenitified by a triangluar-shaped shaft housing under the bowl and an o-ring seal where the housing mates to the block.
Ford did offer a Motorcraft branded distributor after 1964.
Helpful Tips
The easiest way to tell the difference from a Load-a-matic, vacuum advance only distributor and the 57-64 better versions would be the advance plate. If you can see the advance springs on the plate after removing the cap then it is a vacuum advance only distributor. If the advance plate (and springs) are under the plate that you see when removing the cap then you have both mechanical and vacuum advance.
Note that the advance springs are hidden under the advance plate.
Mechanical advance will really add a performance gain. If you go this route and purchase a 57-64 distributor yet keep your original 1954-56 carburetor then you can easily modify the vacuum signal to match. Visit my friend Ted Eaton's website for two helpful articles on how to get this done. He has an article for the Holley 94 and for the Holley 4000. If you plan to replace the carburetor on your original Y Block with a 1957+ carburetor yet keep the 1954-56 Load-a-matic then your advance will be retarded and the engine will not run well! This is a big mistake that I have seen many novices make - most of the well-intentioned owners just do not know. For now, I will leave the debate on manifold or ported vacuum alone.
If you own a 1955-57 Thunderbird or a large F series truck that came from the factory with a gear-driven tachometer then things get a little more dicey. Obviously, there would be only one model year that Ford offered a gear-driven tachometer for the Thunderbird that had both vacuum and mechanical advance. These are rare, while the 1955-56 versions are easy to find. For the trucks, their advance rates are comparatively sluggish (stiffer advance plate springs, governed carbs, etc), and I am unsure of the gearing for those units as far as whether they would fit up to the 1955-57 Thunderbird.
Aftermarket Offerings
Thankfully, in 2024 there are several options for distributor replacement. Most of the serious Y Block builders and racers that want the most in performance and adjustability will purchase an MSD unit. Mallory still makes a distributor for the Y Block also. Recent players to enter the market have been TSP (Total Street Performance) and CRT Performance. Both of these companies have the HEI systems in their distributors. Pertronix is still the name that many recognize as the company has made points replacement modules for a long time. Their first series (called Ignitor I) was fraught with trouble as modules burned out at a pretty good rate if you left the ignition on without the engine runnnig. The Ignitor II has enjoyed a much better life under the cap. Pertronix now has a distributor that they sell off the shelf as well.
Personally, I did purchase a TSP distributor a while back, saving it for my 312 build. It has an HEI setup with better plug wires, etc. I am quite behind on things, but hopefully I can get it all going on this performance engine and give the TSP a test run. Reports on the TSP, CRT, Pertronix, and even others have been pretty good over the past few years. I do not know of any company that has either a rebuilt or a brand new tang drive distributor available.
The Top Street Performance distributor looks pretty slick...
The only issue that has popped up for the aftermarket actually concerns the company Cardone and their remanufactured distributors. It seems that several years back quite a large batch of Y Block distributors were rebuilt with incorrect shaft length - so short that the hex would not engage. Be careful when shopping and ensure you have a distributor with a shaft length that will work. (incorrect 5 3/4" shaft instead of the standard 6" - you can read more about it at this link.)
ACCEL 2020 Pointless Ignition Kit
Before we get into what I have used for quite some time, let me begin by saying I have no stock in ACCEL, I do not work for the company, and I have no skin in the game so to speak. The reason I do not use points any more concerns the current issue with parts that are made to inferior specifications. Even the remanufactured distributors are being sold with a set of points and a condensor that does not last. A few years back a fellow enthusiast was left on the side of the road because of the internals that were in his remanufactured distributor - they did not last 30 miles of drive time. You can read about it here.
The ACCEL Points Eliminator Kit is very easy to install.
The ACCEL Points Eliminator Kit (part #2020) for all 1957-74 Ford distributors comes with a very good set of instructions and off the shelf is very simplistic for installation. For the most part it is what you call "plug and play." Remove your points, condensor, and the coil lead and follow the instructions. It even comes with a grommet to install in the distributor housing. Over the past 15 years or so I have installed quite a few of these kits in various Y Blocks and have experienced no issues with quality control or other problems.
The stock cap works just fine with the ACCEL Points Eliminator Kit.
What surprises me is that the ACCEL kit hardly ever enters the Y Block conversation. Granted, the kit is only for 12 volt systems; and it would not work for 1954-56 OEM distributors, but still. For the price, availability, and quality you cannot beat the upgrade. I tend to be the lone advocate for the ACCEL Kit when conversations pop up in the Y Block Facebook group. Even in the time-tested Y Blocks Forever forum I believe there are only a few others who use this kit. I guess many consider it only for the Ford small blocks and big blocks, but I can attest that it fits the Y Block distributor quite well!
Excellent illustrations and directions for installation are included with the ACCEL kit.
I keep a spare setup for anytime I place an engine on a runstand.
A couple of tips: if you use a coil with an internal resistor (I run ACCEL's coil) you will not need to run your original resistor that came on your 1956-64 Ford. You can bypass the resistor or remove it from the intake or firewall, wherever it sits. Also, I highly recommend you remove the distributor and place it in a vise or secure it on the bench before removing parts and installing the kit. There is much in the way of small hardware. You can certainly do all of the work while the distributor is in the engine but it would certainly take patience! If you have a few minutes, the following video is very helpful!
Ice Cream Social
Towards the end of July we held an ice cream social for all our church, college, and school employees. It was my treat to bring the 55 Ford out and park it at the entrance to our restaurant on our college campus (alongside my buddy Gary's 1952 Chevrolet) and serve up ice cream treats such as banana splits, sundaes, and floats to our staff and their families. Of course, I just had to dress up with my jeans, t-shirt, and cap to seal the deal as I waited tables with our human resources department!
Check this Out!
This week my mom discovered an old family photo from 1959. Pictured below is a 1955 Ford Customline Tudor. Note the spinner hubcaps and cruiser skirts. The man in the photo is Reverend Smith, who owned the car, along with his wife standing next to him. My great aunt Betty is next to Mrs. Smith and then my great grandma on the end at the right. My great grandpa had died earlier in August of 1959 not too much before this photo was taken. Reverend Smith was a good friend of the family, preached the Bible (hard to tell but he is holding one), and loved people. My mom has fond memories of this dear couple AND the old Ford too!
Reverend Smith must have been a "Hot Rod" Reverend as well back in 1959!
The gospel of Jesus Christ and old Fords run deep in the family tree - on both my mom's side and my dad's side. I am thankful that many years ago I trusted Christ as my Savior, back in October of 2000. Do you have a relationship with God? Are you ready to go from this life to the next? You can be prepared! I encourage you to read this page here on the website. It has been my privilege as a pastor and a preacher of the gospel to declare the person and work of the Lord Jesus Christ. Contact me if there is anything you need that I could add to my prayer list.
The Hot Rod Reverend
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