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

The Ford Yblock is like most other engines. To get more power increase the compression, increase the air into the engine ( cam, 4BBL intake and manifold ) airflow out of the engine ( dual exhaust, headers ) better ignition ( 57 and later distributor ) just like a Chevy or a Dodge.

Then you say at a reasonable price which brings up the question, how much are we talking about?

It might be cheaper in the long run to start with a better choice of Yblock engines than what you already have. And that brings the question, WHAT DO YOU HAVE?

You tell us and we have a better chance of getting the advice we give you right. Pete

The ’57 and later distributors are more suited for use with the ’57 and up carbs.  The ’56 and earlier carbs did not have a true ported vacuum outlet signal at the carb thus making them not very well suited to use without modifications with the later model distributors.  The ’56 and earlier distributors incorporated a vacuum only advance system which is incompatible with the later model carbs.  Likewise, the later distributors are incompatible with the early model carburetors.

Here’s the link to the article on how to modify the ’56 and earlier two barrel carb so it will work with the later model distributors.

http://www.eatonbalancing.com/blog/2010/02/07/modifying-the-holley-94-two-barrel-for-late-model-distributors/

The Load-O-Matic system is a good system providing both the carb and distributor are functioning properly or as originally designed.  The key here is that the carb and the distributor are a matching pair from the factory.  When the vacuum advance chamber fails on the LOM system, then the engine sees no advance curve at all and essentially runs only at whatever the intial timing setting is.  The engine ends up being very sluggish and the fuel mileage takes a dump.

When the vacuum pot fails on the later model distributor that incorporates both the mechanical and vacuum advance systems, there is still a good measure of ignition advance curve being supplied by the mechanical advance portion of the system.  In this case, overall performance may feel the same but the fuel mileage ends up dropping off a bit.   On the flip side of this, it’s entirely possible to re-curve just the mechanical portion of a later model distributor and use it with both the late and early model carburetors without any vacuum assist and get acceptable performance and economy out of it.