Here is a little clarification on how the Load-o-matic and the infamous spark control valve works. Hot rodders have been dealing wth this issue since 1948! The same things happen when you try to install a bunch of Strombergs on a flattie V8 using the stock distributor!
The Load-o-matic style distributor was introduced in 1949 and was continued on all its V8's until the 1957 model year. This arrangement was considered to be far superior to the "vacuum brake" used on 32-48 Ford V8's, but V8 engines got a combination vacuum/centrifugal distributor to improve high speed performance. The Load-o-matic design was carried over onto the Falcon Six because it is a "load sensing" design that delivers good economy, based on actual engine load. High performance was a secondary consideration, after simplicity and economy.
In operation, the Load-o-matic system is very simple. The Autolite 1100 carburetor has a ported vacuum that opens when the throttle blade moves past the port. At idle, the distributor only delivers the initial advance. When the throttle blade moves past the vacuum port, this ported vacuum allows the distributor advance mechanism to see manifold vacuum.
However, at Wide Open Throttle and at higher speed under loads, there is not enough manifold vacuum to provide enough advance for high speed operation. As the manifold vacuum drops, the spark advance valve on the 1100 closes and the distributor picks up venturi vacuum (actually a pressure differential caused by high speed airflow) thru an internal passage in the carb. As the engine runs faster and inhales more air, the venturi vacuum increases and the distributor advances to meet the new demand.
This vacuum arrangement is simple and effective, allowing the stock Falcon engine to provide adequate spark advance under most circumstances, matching load and speed. Typical failure modes include leaking vacuum lines, failed or stuck carburetor vacuum advance valves, clogged internal venturi vacuum passages, worn out distributor advance plates, or a failed vacuum advance diaphragm. Any failure can lead to a lack of full spark advance, causing poor performance, poor gas mileage, and potential overheating.
You "can" install a later distributor with an 1100 carb, but the venturi advance will add vacuum advance at speed and it may be too much, since the later distributor was designed to use ported manifold vacuum only. Installing a newer carb with a Load-o-matic distributor should be avoided since the carb without a venturi advance provision will not be able to provide enough advance at high speed/load.
The Load-o-matic style distributor was introduced in 1949 and was continued on all its V8's until the 1957 model year. This arrangement was considered to be far superior to the "vacuum brake" used on 32-48 Ford V8's, but V8 engines got a combination vacuum/centrifugal distributor to improve high speed performance. The Load-o-matic design was carried over onto the Falcon Six because it is a "load sensing" design that delivers good economy, based on actual engine load. High performance was a secondary consideration, after simplicity and economy.
In operation, the Load-o-matic system is very simple. The Autolite 1100 carburetor has a ported vacuum that opens when the throttle blade moves past the port. At idle, the distributor only delivers the initial advance. When the throttle blade moves past the vacuum port, this ported vacuum allows the distributor advance mechanism to see manifold vacuum.
However, at Wide Open Throttle and at higher speed under loads, there is not enough manifold vacuum to provide enough advance for high speed operation. As the manifold vacuum drops, the spark advance valve on the 1100 closes and the distributor picks up venturi vacuum (actually a pressure differential caused by high speed airflow) thru an internal passage in the carb. As the engine runs faster and inhales more air, the venturi vacuum increases and the distributor advances to meet the new demand.
This vacuum arrangement is simple and effective, allowing the stock Falcon engine to provide adequate spark advance under most circumstances, matching load and speed. Typical failure modes include leaking vacuum lines, failed or stuck carburetor vacuum advance valves, clogged internal venturi vacuum passages, worn out distributor advance plates, or a failed vacuum advance diaphragm. Any failure can lead to a lack of full spark advance, causing poor performance, poor gas mileage, and potential overheating.
You "can" install a later distributor with an 1100 carb, but the venturi advance will add vacuum advance at speed and it may be too much, since the later distributor was designed to use ported manifold vacuum only. Installing a newer carb with a Load-o-matic distributor should be avoided since the carb without a venturi advance provision will not be able to provide enough advance at high speed/load.
