[Steve C.]

Years ago I had a Brad Urban Holley model 4779 Double Pumper carburetor that was in his catalog under the '750 cfm double pumper' listings. He had them modified in four stages. Mine was a stage 3 that he rated 926 cfm. It did not use a 850 base plate, the higher ratings did. The rating was based on his specific test pressure and conversion number he used. That carb supported 700 HP at 7000 rpm on a 4.125 stroke combo I built.

On a custom built Holley HP950 carburetor I called the fellow that modified it and asked him how much 'cfm' should I use for input into the Performance Trends Engine Analyzer v3.2 program, he stated about 823 cfm if memory serves me right.

Shedding Some Light on the Dirty, Dark Secrets of Choosing the Right Carburetor

https://www.motortrend.com/how-to/cl...ng-carburetor/


.

[Sirrotica]

Originally Posted by Skip Fix

4150 HP series are rated cfm at a different pressure than the old 4150s-why a 1000HP has the same throttle plate and venturi size as an 850 DP. I think the Dominators were also rated at the same pressure as the old Holleys-so a current 1050 4150(unless a Demon with removable sleeves and the largest venturis) and a Dominator 1050 will not flow the same.

I think some of the HP series have a dual bolt pattern baseplate and Brasewell also makes a 4500 pattern 4150 body baseplate . I swapped one of those on an older HP 1000 for a buddy to use on an SD modifed Holley intake that had a Dominator pattern. Out of the box HP 1000 picked his cars 60 ft and drive ability up over the 8896 Dominator on it. 10.50s 63 Tempest

The carb they tested did have a dual bolt pattern.

Here's a link to the EM test, only 1:34 minutes of the full show: https://www.facebook.com/watch/?v=178716457591638

[shaker455]

Originally Posted by n20ta2

The intake will be a kauffman northwind port matched to the heads. This is going under a stock height steel 69 gto hood. Scoops are cut out. Was going to try and get a drop base air cleaner to fit hopefully. I'm still worried about clearance but kauffman did say it would fit.

FST does not post specs or the venturi & base plate sizes.
The 1050 CFM is open to speculation.

[Dragncar]

Originally Posted by ponjohn

Does a 1050cfm 4150 ACTUALLY flow 1050?

example - some 950's used 850 bodies.

Holley 1050s actually flow 1121cfm on a wet bench.
850s actually flow more than 850cfm but I do not have the numbers in front of me.

[Dragncar]

Originally Posted by PAUL K

Very simple logic. Reminds me of high school when kids would argue over which manufacturer makes the best stereo... I always thought if one company made "the best" all the other companies would eventually go out of business.

John Langer used to run a DaVinci carburetor and I think he may have won more Championships with that carburetor.... So would DaVinci be better than Book? SMH

Langer made a post about Book carbs and it stuck in my head. See, since he has made more NA power than anyone, his R&D has truly improved things for us he gets the respect he has earned.
You just keep being you.
Stereos, bit of a audiophile myself. Have a collection of USA made car amplifiers you can not get anymore. Most made in China now. Home, Anthem, B&K, Marantz, Dennon, Paradigm. To buy the quality of just my 2 speakers would cost 6K today.
Almost every cool hobby is expensive.
Plenty of carbs good enough for the OPs use.

[n20ta2]

I have been looking at all the options, I might try the fst. They have then in stock at summit. There 900 shipped. Billet Baseplate, main body and metering blocks.

[shaker455]

Where you race your car? here in NH at New England Dragway?

[BDHABT]

Just have Shaker455 build you what you need;you guys are close to each other.

[n20ta2]

Yes it will be new England dragway.

[n20ta2]

Originally Posted by BDHABT

Just have Shaker455 build you what you need;you guys are close to each other.

Not a bad idea, I didn't know he did that.

[Half-Inch Stud]

my 1970 1050 Dom is simply much better than about 5 diff Q-JETs i tried on my over-cammed 9.0 469. Starts, idles better, Pri-Sec transition is better.

Spare 462 build may get the Q-JET.

This goes to show i cannot work the 68-70 Q-JETs for low compr.
The Q-JETs are simply fantastic with Hi-Compr Street and Street/Strip.

[Half-Inch Stud]

A bit off-topic buuut; my 1970 1050 Dom is simply much better than about 5 diff Q-JETs i tried on my over-cammed 9.0 LOW-COMPRESSION 469. Starts, idles better, Pri-Sec transition is better.

This goes to show i cannot work the 68-70 Q-JETs for low compr.

The Q-JETs are simply fantastic with Hi-Compr Street and Street/Strip. me Spare 462 build may try the Q-JET

[cgeise]

Have had good luck with Cubic carbs -- he knows how to build one for Pontiac stuff

[Scott Stoneburg]

I'm not a carb expert, but I thought the advantage would be to the 4500 series Dominator due to the throttle bores being spread farther apart than a 4150 series carb. If your testing a 4500 vs 4150 carb on a 4150 manifold with an adaptor keep in mind the flow from the carb gets bottle necked at the spacer then opens back up into the plenum. That may distort the results. Better to use a 4500 manifold. Use a 1" spacer under the dominator and the adaptor under the 4150 carb. But that's just my .02

[Mr Anonymous]

Originally Posted by Scott Stoneburg

I'm not a carb expert, but I thought the advantage would be to the 4500 series Dominator due to the throttle bores being spread farther apart than a 4150 series carb. If your testing a 4500 vs 4150 carb on a 4150 manifold with an adaptor keep in mind the flow from the carb gets bottle necked at the spacer then opens back up into the plenum. That may distort the results. Better to use a 4500 manifold. Use a 1" spacer under the dominator and the adaptor under the 4150 carb. But that's just my .02

That's exactly my situation, my engine (diesel based olds) simply doesn't offer a 4500 pattern intake manifold, only 4150. I run a 4150 to 4500 adapter upside down, mated to a 1050 dominator, an old Chuck Nyutten piece. Common sense says my car "should" go faster with a 4150 based 1050, but the added volume of the spacer is likely making up for the lack of runner volume I have to contend with. I'm going from C12 to E-85 this summer, so there's that too.

[n20ta2]

Originally Posted by Scott Stoneburg

I'm not a carb expert, but I thought the advantage would be to the 4500 series Dominator due to the throttle bores being spread farther apart than a 4150 series carb. If your testing a 4500 vs 4150 carb on a 4150 manifold with an adaptor keep in mind the flow from the carb gets bottle necked at the spacer then opens back up into the plenum. That may distort the results. Better to use a 4500 manifold. Use a 1" spacer under the dominator and the adaptor under the 4150 carb. But that's just my .02

I can imagine I'm going to lose a bit on the 4150. I guess my biggest worry was giving up like 20 hp or so over the 4500. I can live with 5 or 10 hp for a carb that's a bit easier to tune and may have a bit better street manners. It won't see a lot of street use but it is nice to have a crisp off idle if I decide to drive it. I had a 3 circuit dominator on my last car and it was not nice to drive at part throttle.

[Dragncar]

Originally Posted by n20ta2

I can imagine I'm going to lose a bit on the 4150. I guess my biggest worry was giving up like 20 hp or so over the 4500. I can live with 5 or 10 hp for a carb that's a bit easier to tune and may have a bit better street manners. It won't see a lot of street use but it is nice to have a crisp off idle if I decide to drive it. I had a 3 circuit dominator on my last car and it was not nice to drive at part throttle.

I have a 3 circuit 1050 that was not so nice to drive either at part throttle. Performance Carb and Speed sold me some custom billet metering blocks that turned it into a 2 circuit. Night and day better as far as drive-ability.
I sent them the whole carb this time and they installed billet 16 hole boosters and set it up for my new engine. Had it coated black too, looks sweet.

[BLANK1]

I have a 1050 Dominator built by Shaker on my 461. Its a 2 circuit and has very snappy throttle response and is very streetable.

[BDHABT]

Originally Posted by BLANK1

I have a 1050 Dominator built by Shaker on my 461. Its a 2 circuit and has very snappy throttle response and is very streetable.

Shaker converted a 3 circuit 8896 to a 2 circuit years ago,and it was a night and day differnece.

I recently sent him that carb and another for our dual 4 new build.

Can`t wait to see how it performs.

[69Goat1]

Originally Posted by n20ta2

The intake will be a kauffman northwind port matched to the heads. This is going under a stock height steel 69 gto hood. Scoops are cut out. Was going to try and get a drop base air cleaner to fit hopefully. I'm still worried about clearance but kauffman did say it would fit.

Glasstek makes a fantastic bolt on, very well made 2” rise 68-70 GTO hood. I have one and it is fantastic. I run a Victor with a 1” spacer with a 1/2” nitrous plate under a Dominator and I run an 18” x 4” breather and it just kisses the hood...if I removed either spacer it touches nothing...

On my other 69 GTO with a factory steel hood I can run a Victor, Dominator, and breather with no spacers...