This was covered but in less detail on the first page of this post.  Here’s the link.

http://forums.y-blocksforever.com/FindPost161471.aspx 

To add more detail, I will add that any 1955 and newer Ford Y-Block (FYB) oil pump can be used on the Lincoln Y-Block (LYB) engines.  In the case of the 1952-1954 LYB engines, the distributor will need to be changed out to accommodate the ¼” hex drive that’s used on the later model Y engines.  The hex drive is the oil pump drive shaft and is also referred to as the oil pump intermediate shaft.  This shaft fits between the distributor and the oil pump.  The oil drive shaft for the LYB engines is specific to the LYB engines as it’s longer than the one used on the FYB.

The Melling part number for the LYB oil pump drive is “IS-60A”.

Just to confuse the subject, be aware that there are two different oil pump designs out there for the FYB.  The 1954-1956 engines came from the factory with a spur gear oil pump.  Starting in 1957, the FYB engines switched to the gerotor style of pump and that became the standard for all Ford V8 engines after that.  What happened in the aftermarket was the replacement pumps continued to being made in the spur gear design so what you buy now new for the Ford Y is going to be a spur gear pump and not the gerotor design.  Both pumps are interchangeable and suitable for daily drivers so no issue there.  For any high performance and/or high speed driving, then the gerotor pump is typically recommended.  Melling still offers the rebuild kits for the gerotor oil pumps and on occasion I do still come across an inventory of the original NOS Ford gerotor pumps for the Ford Y.

Here the link showing how to identify the two different styles of oil pumps.

Ford Y-Block Oil Pumps – Eaton Balancing

While it’s not a Kosher solution, the slotted end of the early oil pump drive and the hex end of the later model oil drive can be grafted together so that the early oil pump and the later model distributor can be used.  Or using the original slotted or tang distributor with the later model oil pump.  I have done similar recently where I put a 240 Ford Six distributor in a Ford 223 engine and that required an intermediate shaft with a ¼” hex drive on one engine and a 5/16” hex drive on the other.  Lots of different ways to approach a problem.

Lorena, Texas (South of Waco)

Thanks Ted. Still trying to figure out the oil pump and drive. Not sure what the drive is. I understand that I need a hex drive pump and drive for a different distributor. If you can tell me what years and makes I need to look at for the distributor, oil pump and drive. I don't know if they have to be lincoln or if Ford will do.

Brad
Sierra Vista Arizona
1954 Lincoln Capri

For normal idle and driving, using an adapter is not an issue as idle and normal driving/cruising will not be affected.

Disadvantages of using an adapter would include the potential for vacuum leaks as you are adding another carburetor gasket to the mix.  The aftermarket adapters are reasonably thin and therefore more easily warped compounding the gasket sealing issue. In most cases and when using new parts (adapter and gaskets) leakage is not an issue.  If making your own adapter, it can be made more robust than the store bought units thus eliminating the potential for warpage.  From a performance standpoint, full throttle performance will be compromised simply due to the restriction in the original manifold.  If hood clearance is an issue, then the adapter does raise the carburetor and may be just tall enough to prevent using an additional spacer under the carburetor to help isolate the carburetor from the manifold to help with any ‘heat soak’ issues. 

Advantages to using the truck intake would include less carburetor gaskets to contend with, a lower mounting carburetor which may allow the use of additional spacers for isolating the carb from the manifold so it can run cooler, and increased air flow for the new carburetor which would enhance full throttle performance.  When given the choice, using the truck manifold with the newer carburetor would be the appropriate route.

Lorena, Texas (South of Waco)

Or advantages to using the truck intake?

Brad
Sierra Vista Arizona
1954 Lincoln Capri

Ted, in your opinion, are there disadvantages to using the adapter?

Brad
Sierra Vista Arizona
1954 Lincoln Capri

On my end, carb adapters are not that difficult to make.  When available for a specific application, they are less expensive when considering the time involved to make them.  Speedway Motors offers the carb adapter you need.

Holley/Edelbrock to Carter WCFB 4-Barrel Carburetor Adapter Plate (speedwaymotors.com)
  

Here’s an example of a spacer that was made for a Ford 223 six cylinder so that a late model 4V carb could be used on a Clifford intake manifold.
  

Lorena, Texas (South of Waco)

After calculating the cost of shipping, how difficult is it to get or make an adapter for the original intake for a newer carb?

Brad
Sierra Vista Arizona
1954 Lincoln Capri

RB, I sent you my email, do you know where I can get pistons also?

Brad
Sierra Vista Arizona
1954 Lincoln Capri

I'll send you a picture if you give me an email... I have built quite a few Lincolns so I know it will fit.. $150.

you have been given all the info you need for the correct parts.RB has the intake you want.