I believe that's what's known as an "Ambitious Restoration Project".

Looks like a few other interesting cars in the flock.

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Easiest way to tell if it is TT and if it is working is to find a patch of dirt road and punch it from a stand still to spin the tires. Go back and see if you have two "spin" tracks or one.

Roofline looks like a Derham.

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I've read that the "extra" four main brgs were as much of a marketing feature as engineering to differentiate the Seniors from the Juniors beginning with the 356 cid engine on through the demise of the L8's in 1954. Langworth's June 1979 SIA review of a '54 Pacific HT with the new 212 HP 359 cid L8 noted that at 8.7:1 CR, it was the highest compression production flathead ever made. Langworth noted that the performance was on par with OHV V8 contemporaries (especially when equipped with a 3 speed O/D). But, "All anybody saw when they opened the hood were eight spark plugs in a row. To all but the knowledgeable this fairly shouted obsolescence...an old man's car". These engines were extremely smooth and durable (more main brg area than a Chrysler Hemi) but a hard sell for the ad agencies to tout when all the competition had moved on to the modern high compression V8's

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Yep, in this case I think $65K and "NO RESERVE!" in the same ad is redundant. Very nice car, but for that price you could find a nice Caribbean ragtop.

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O_D is correct, it is a 4bbl from a '54 Pat. I think they are readily available and were standard on the '53-'54 Seniors as well as the Mayfair and Cavalier. There is also a 4bbl to 2 bbl adapter, but due to the restriction of the 2 bbl manifold I doubt that it would be of much benefit.

If originality isn't a concern, it is pretty easy to mount a modern 4 bbl on a stock manifold assembly. This open up a wide variety of carbs from Carter, Holly, Edelbrock etc. The adapter shown is "off the shelf".

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Can't help you with the torque spec, but if the bolts are drilled I would assume either a cotter pin or more likely a safety wire was intended. If you can't find a direct answer on the torque, Google "torque for a 1/2x18 (or whatever size they are) bolt" and you should get a ballpark idea as below.

http://www.machinetoolhelp.com/Repairing/bolt-torque-chart.html

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Thanks, I'll call them to confirm the application.

My only experience with dual points is on a 1963 Avanti R2. Personally I don't think they are worth the extra hassle of touchy and frequent adjustment as the only advantage I know of is to reduce "float" of the sprung breaker point arm at high RPM.

IMHO, a Petronix or similar setup with a brand new coil would be the way to go.

BTW, if you have info on prices and sources for a Petronix conversion for the 1955-6 Autolite dizzy I would appreciate it. I'm thinking of going that route on the boat motor.

Cheers,

John