[David Holmberg]

obviously Larry has me on his ignore list...

[chief455]

David, Larry - thanks! Larry - well done. I'm with you now....
David - your car makes me drool from my eyes - so sharp!
Can't wait to lose my cowl hood and have splitters so it looks like a T/A again.

[Larry Navarro]

Dave!!....ol' buddy!!

[Steve C.]

chief455- I have two Victor intakes, one style for a 4500 series Dominator carburetor and a regular style Victor for a standard flange carburetor. With this current 505cid engine package I almost exclusively use the regular style Victor with the HP950 carburetor, with it on the street I use a small K&N air filter that is 9" in diameter x 1.5" tall, and with a filter type top on it. This filter assembly just barely fits up into the hood scoop when I close the hood. However inorder to get it to fit with the air cleaner in place we had to mill 0.650" off the Victors intake flange and also use it without a carb spacer. According to David Butler they lost about 15 hp when they cut 0.650" off their Victor intake used on the Year One Bandit car. On the last strip outing with the regular Victor/HP950 carb set-up in place all we did is remove the air cleaner. I suspect if carb spacers were added it might run a bit better than the 10.63 ET.

The 4500 Victor intake with a Dominator carb was only used a few times and never with a air cleaner, it won't fit.

[chief455]

Originally Posted by Steve C.

The 4500 Victor intake with a Dominator carb was only used a few times and never with a air cleaner, it won't fit.

Did you ever get to clock the car with 4500 set up compared to 4150 set up?
I have been preparing the exact same "dual purpose" intake/carbs to try on my car. Whichever drives best after some miles stays on the car.
Whichever gets the faster E.T. - hopefully is the street set up!
I've swapped from a Warrior/HP950 to a Warrior/Dominator on my 474 600hp car and it was better all around with the Dominator. More idle vacuum, crisp response and of course more grunt from mid to top end.
I sold the 4150 set up before I sold thar car. BUT - that car had the air filter straight through a cirlcular hole in a Formula hood.
Trying to utilize some type of shaker scoop around the carbs may yield different results.
I'll know this summer I hope!
Thanks again -

[Steve C.]

Stated- "Did you ever get to clock the car with 4500 set up compared to 4150 set up?"

Yes, once in back-to-back tests with the old short stroke 450cid combo.

Regular Victor intake with HP950 carb:
1.589 60-ft, 10.755 at 125.48

4500 Victor intake with HP8896 Dominator carb:
1.578 60-ft, 10.68 at 126.61

Holley Street Dominator intake modified with 4500 style carb flange and the same HP8896 Dominator carb:
1.604 60-ft, 10.743 at 126.03 mph
(notes for this run indicated it was a bit dead out of the hole, but picked up in 2nd gear)

Weather- 96-98 degrees, 50 percent humidity, 29.25-29.40 pressure


I have never driven the Dominator carb set-ups on the street.

[chief455]

Originally Posted by Steve C.

Stated- "Did you ever get to clock the car with 4500 set up compared to 4150 set up?"

Yes, once in back-to-back tests with the old short stroke 450cid combo.

Regular Victor intake with HP950 carb:
1.589 60-ft, 10.755 at 125.48

4500 Victor intake with HP8896 Dominator carb:
1.578 60-ft, 10.68 at 126.61

Holley Street Dominator intake modified with 4500 style carb flange and the same HP8896 Dominator carb:
1.604 60-ft, 10.743 at 126.03 mph
(notes for this run indicated it was a bit dead out of the hole, but picked up in 2nd gear)

Weather- 96-98 degrees, 50 percent humidity, 29.25-29.40 pressure


I have never driven the Dominator carb set-ups on the street.

NICE!
So almost .10 quicker/ 1 mph faster with the Dominator.
I wonder if you would find street manners equal or even improved as I did.
Although - for that track gain, if the 4150 set up fit and behaved better on the street - I'd never force myself to use the 4500 set up.
Who would feel that gain on the street?
Thanks for the great insight Steve - your years of building and actually driving different combinations has been valueable to many, if we just ask!


Back to exhaust: have you ever tried different header tube diameters?
I have 2" primary/3.5" collector and some of my reading indicates for my goal 1-7/8" primary might be better at making torque in the actual power range of the motor.

[Steve C.]

"Back to exhaust: have you ever tried different header tube diameters?"

I have used differant size headers but never did any back-to-back testing for comparisions. My first set of headers for my origional 400 with the factory heads was 1-3/4" primary, then when I stepped up to race ported D-ports for this 400 we went to 1-7/8" primary, that combo made peak power at 6400 rpm. The same race ported D-port heads & 1-7/8" primary headers were also used on a 462 combo, it made peak power at 6300/6400 rpm. It was with Edelbrock heads that I changed to 2" primary headers, these were used on a short stroke 450 with peak power at 6900 rpm, another 462 with peak power at either 5800 or 6000 rpm depending on the intake used, and last the current 505 which makes its peak power at again 5800 or 6000 rpm depending on the intake used. I suspect the choice in primary size favored a higher rpm use. And as you can see dispite the horrors from many in our sometimes stodgy community I like to run my Pontiac combos at a higher rpm than many, in fact I thrive on it And although some of these combos were limited in their use, all were street driven and I never had an issue with making torque on the street. They made enough !

[chief455]

Originally Posted by 440GP69

so how did your heads turn out? 310 KRE D's right?

I am pleased!
See this thread in the Lobby:
http://forums.maxperformanceinc.com/...d.php?t=565871