[Dragncar]

Originally Posted by Gach

The Dyno tells the story, if you want to slow car down Because you’re only bracket racing. Then why did you spent all that extra money trying to make as much power as possible with your combination. LOL

After second pull, Larry says your 1050 isn’t going to cut it, two days later bolted on a Pro System 1150, first pull it pick up 35 hp. Think I should go to a 850. LOL
Consistency winds bracket races. Not dropping hp..LOL

4150 carbs react better, just the way it is. Bracket racing is all about the reaction time. Air is moving faster though a 850 at starting line RPM than a 1050.
I can bolt on the 1050 and see how fast it goes but its not going to get a steady diet of it.
I will not be able to make enough HP to put the block at risk with the 850. There is a good reason for running it, most of the time.
The HOs are going back on this block and I do not want anything to happen to it.
Your situation does not compare to mine or the OPs. A 505 with a great big set of heads and a highly ported Victor is apples to oranges with a stock block.
I bet you did pick up 35 HP. I might pick up 10-12 HP and its a heavy car so I might not even see it at the track. Just on a dyno.
BTW, the actual cfm of a 1050 is 1130cfm. Plenty for a 6500 RPM 461.
It is the Street Section after all.

[Gach]

Originally Posted by Dragncar

4150 carbs react better, just the way it is. Bracket racing is all about the reaction time. Air is moving faster though a 850 at starting line RPM than a 1050.
I can bolt on the 1050 and see how fast it goes but its not going to get a steady diet of it.
I will not be able to make enough HP to put the block at risk with the 850. There is a good reason for running it, most of the time.
The HOs are going back on this block and I do not want anything to happen to it.
Your situation does not compare to mine or the OPs. A 505 with a great big set of heads and a highly ported Victor is apples to oranges with a stock block.
I bet you did pick up 35 HP. I might pick up 10-12 HP and its a heavy car so I might not even see it at the track. Just on a dyno.
BTW, the actual cfm of a 1050 is 1130cfm. Plenty for a 6500 RPM 461.
It is the Street Section after all.

Now we’re totally confused, a few of us have been following your build for last 3 years. We were all under the impression you were building one of the most powerful pump gas stroker motor with the intentions of setting a new record. From the Steff pan with double scraper that adds 25 % more hp. Heavily modified oil pump with the bigger pick up. The back cut rings, moroso vacuum pump. Crank tiger. The 1050 crab, you added billet metering blocks, $100.00 each or maybe for both. then sent it out to be super modified by the known crab guy. for another $300-350. The big 2” headers with the added merge collectors. The ported victor intake. Or maybe just port matched to those SD heads, The SD ported high port heads, that flow 355 cfm. That started out as 87 cc head you had cut for $100.00 each to get it down to 10.1 compression. A few of us really excited I mean you’ve gone through great effort to make 700 plus hp. Now Mike calls me after reading your last post, really disappointed. Because he was really hoping to copy your combination. Looking to build one of the most powerful stroker pump gas motors. One of the other questions he asked me is how do you go from a Victor dominator intake to 850 crab.

[Dragncar]

Originally Posted by Gach

Now we’re totally confused, a few of us have been following your build for last 3 years. We were all under the impression you were building one of the most powerful pump gas stroker motor with the intentions of setting a new record. From the Steff pan with double scraper that adds 25 % more hp. Heavily modified oil pump with the bigger pick up. The back cut rings, moroso vacuum pump. Crank tiger. The 1050 crab, you added billet metering blocks, $100.00 each or maybe for both. then sent it out to be super modified by the known crab guy. for another $300-350. The big 2” headers with the added merge collectors. The ported victor intake. Or maybe just port matched to those SD heads, The SD ported high port heads, that flow 355 cfm. That started out as 87 cc head you had cut for $100.00 each to get it down to 10.1 compression. A few of us really excited I mean you’ve gone through great effort to make 700 plus hp. Now Mike calls me after reading your last post, really disappointed. Because he was really hoping to copy your combination. Looking to build one of the most powerful stroker pump gas motors. One of the other questions he asked me is how do you go from a Victor dominator intake to 850 crab.

If Mike wants to copy my build (doubt it) you are the last person to ask.
You might suggest your super Comp cam that puts stock blocks at risk.
I paid to have that fixed BTW.
No High Port head starts out at 87 ccs, you are thinking E heads. They are 80 cc heads that only need to get cut .030 to get me down to 74 cc. I was at 10.8-1 CR, now I am at 11.5-1 CR.
You want to know how to go from a 4500 intake to a 4150 all in only one inch ?
Here it is and if you have any skill, a drill press and a jig saw you can make your own. All you need is 2 pieces of 1/2" aluminum flat bar stock and get to work.
In life we can actually do something or be a dyno queenie who makes pulls and passes they do not want to prove.
BTW, I thought you had me on "ignore".
Probably for the best.
Any good bracket racer knows a smaller carb is more consistent than a larger max power carb. Smaller carbs recover better and react quicker off the line.
They are making all billet 4150 carbs that flow as much as a 1050 these days. If you buy a Pro Systems Holley carb you are getting a main body and base plate Made in China. They have been for years.
These billets are 100% Made in the USA.
Just ordered one and its going to be sweet. Boosters are lower than a Holley and get a better signal.