CARB BRAND???

[miked24]

Hey guys what brand carbs do yall prefer? Is a Quick Fuel carb any good? And what is an average good price for a 850cfm carb?.....I m kinda partial to Holley but thats just because they have been around forever something new maybe better...thnx

[482]

APD for me! :D

[spib]

pro systems for me

[JEFF69Z28]

Most builders use a holley body and build to their own specs depending on the application.

[BEAST477]

I'm running a Quick Fuel 1250 on mine now with no complaints.

[hammertime]

APD Here also, very happy with it.

I am also now a Dealer for them, if I can help in anyway let me know.

[TS1955]

This past summer I tried different carbs. I had a Barry Grant, a Braswell, and a Quick Fuel. And the Quick fuel was by far the best. Now I have a friend with an AED and he loves it. Just my 2 pennies.

TS1955

[miked24]

Thanks for the replies. My Uncle was telling me about the predator carbs and I had actually forgotten about those til he said something. For my application Jegs Tech guy and by my using this formula i found on the web (cubic inch of engine X max rpm / 3456 = max cfm required) all point to a 850 cfm. This is a 93 octane street car but im gonna try to take it to the track when i get it runnin rite

[Scooterz]

Last car I bought a QF950HP... loved it!! More micro adjust ability, float windows, awesome carb. No complaints.

[coloradoracerguy]

David, I'd like to get some 6/32 blanks if you can get them. You can email me with a price and details, [email protected]

Thanks

[TheRabbit]

This past summer I tried different carbs. I had a Barry Grant, a Braswell, and a Quick Fuel. And the Quick fuel was by far the best. Now I have a friend with an AED and he loves it. Just my 2 pennies.

TS1955

AED for me too. And it was a lot cheaper than the other guys!

[coloradoracerguy]

I like my King Demons that I have. Had to do a bit of work to get them right, but I prefer to do all my own stuff anyway. I got both my carbs used for less than the cost of a new out of the box Holley and they were both in perfect condition, with the only calibration changes being main jets. Good deal if you ask me.

[Notalent]

Budget go Quick Fuel.

Custom IMO... Pro Systems. Gains us power everytime!

[hammertime]

How many of you have been able to see several brands in action on the dyno and track on the same engine/car/truck ?

[bixblk]

Carbs carb selection can be tricky
They are all a little different, even the same size same brand/manu. Motor builders and dyno operators can tell you first hands info, but sometimes budget comes into play, also (in my case) I have a new combo and a little more power is good but I need to get use to the car first, so in conclusion we have some very "hands on" smart people on this forum. read figure out your what your budget will let you do, and whats important ( ie max power, hitting a number,60 foots,not breaking out, etc, etc, etc) thats why we do this car thing ???? the challenges ????? Good Luck
My motor builder/dyno guy told me with 540 (he likes) and usually makes more power with 1050 2 ckt holleys. So it can be tricky.
I was sorta leaning towards an 1150, but right now I just ned more seat time $$$$$$$$$$$$$$

[TS1955]

How many of you have been able to see several brands in action on the dyno and track on the same engine/car/truck ?

I have.

TS1955

[hammertime]

How many of you have been able to see several brands in action on the dyno and track on the same engine/car/truck ?

I have.

TS1955

Wonder which brands and results. I've also been able to try MANY brands on the dyno and the track.

[bixblk]

David
I have read alot of your responses and I value your opinion highly.
I got the 540 Nyes built (810 hp) BBC, Pat likes the 1050 holley, I did buy a new holley 1050, but I have not put it on the motor yet. It is still in the box.I ran the car with my older 1050 holley.I sent him that 1050 and it seemed to do OK but it is an older carb and could use a little TLC, probably held the HP back a bit, but I just wanted to get some shake down passes in, anyway. Any suggestions, I am not locked into anything You want me to try one of your carbs, let me know what size etc.
PS: done this year so we have time, Let me know
Jeff 708-308-0282

[TS1955]

How many of you have been able to see several brands in action on the dyno and track on the same engine/car/truck ?

I have.

TS1955

Wonder which brands and results. I've also been able to try MANY brands on the dyno and the track.

I was at Pittsburg Raceway Park in September at the 10K race. I had a Braswell on my car. I made a time run and went 5.68. Came back and switched carbs to a Quick Fuel and went right back out and went 5.61. Here is the best part. I had the Braswell custom made to my engine and car. The Quick Fuel was a recommended shelf carb.

TS1955

[bixblk]

Thats what I am talking about on this forum, real world stuff, info that is legit. Real results. I have a couple of baseline passes with my fresh 540 in the chevelle, but I will need to get the best performance out of the car. I know this is a little off track, but what are your guys feelings about a glide vs a T400. I have a 400 in the car,and was thinking about going to a glide.3660 lb mostly street driven 70 chevelle goes to the track about 10 times a year , all the interior 10.5 tire very stock appearing,but pretty quick......did not mean to get off track sorry,,,too much cough medicine

[maxpower671]

How many of you have been able to see several brands in action on the dyno and track on the same engine/car/truck ?

thats a very good question! that might come down to the best tuner at the track....the dyno can only take you so far.....no?

[maxpower671]

Thats what I am talking about on this forum, real world stuff, info that is legit. Real results. I have a couple of baseline passes with my fresh 540 in the chevelle, but I will need to get the best performance out of the car. I know this is a little off track, but what are your guys feelings about a glide vs a T400. I have a 400 in the car,and was thinking about going to a glide.3660 lb mostly street driven 70 chevelle goes to the track about 10 times a year , all the interior 10.5 tire very stock appearing,but pretty quick......did not mean to get off track sorry,,,too much cough medicine

my experience, over 3000#, no glide....

[bixblk]

I have heard similar opinions, I need to pull the trans and convertor to see any problems and then figure out the next step.
Thanks for your feedback
anyone else ???

[wmeabates]

Carburetors,3200 lb.412 sbc.2010 350 trans foot brake,Profrom modifed 750 9.67 140.14 best.Pro systems 1000 Holley hp 9.70 140.63 best.2011 same motor glide trans brake,same day test,Proform 750 9.62 140.80,Pro slstems 950 holley hp 9.70 140.71.Same track good air Proform 750 9.55 142.14. 2 weeks later good air Holley Ultra aluminum 850 9.38 144.93.The new aluminum holley did the best for me.Bill.

[miked24]

Man thanks for the info......I noticed nobody said anything about the Predator Carbs I know they are old but are they pretty much out dated nowa days? I'm only spinning my 463 to 6200 rpms, just a little info for y'all, but all the lower end is forged (H-beam rods, Icon flattops, Lunati Sledge hammer crank) the heads are Edelbrock Alum Performers with Comp gold roller rockers and a Lunati barebones cam prt#60202 at summit, ignition is a MSD 6AL2...so after all that am I making the right decision on the 6200 rpm rev limit and is the 850 gonna be suffient for max HP and torque? Budgetwise my finacial advisor (my Wife) is suggesting around $700. I can get the Predator for $375 and the Quick fuel I was looking at was $530

[bixblk]

I have never used a predator, but I was at a dyno shop , a motor they were testing had a predator carb on it, they had hard time getting a stumble out of it at the crack of the throttle. They got it better, but they did put a "proven" ( carb from another motor that made good power) and it took care of the stumble, they ended up putting a 950 4150 base holley on it and it ran fine and made 39 more peak HP from the predator and 26 more than the "proven" holley. The motor was a street motor 468 in BBC full hydralic roller decent alum heads That all they wanted me to know ?
Not sure that helps, but Its what I saw.
I will say that dyno are very helpful, I have seen motor dynoes and chassis dynoes.

[jmarksdragster]

The best carb will always be the one you tune to work with your combo. Take the time to do that and the only thing you have to figure out is how big your combo needs. Buy a quality carb that has all the metering adjustable. Holley's new Ultra carbs have all the right parts, Quick Fuel as well. Pick one and tune it..

[jmarksdragster]

And if you can't find one big enough I might be able to help... :wink:

http://i287.photobucket.com/albums/ll150/jmarkaudio/BigCarb.jpg

[bixblk]

Hello Mark
540 In 810 Hp 3660 street driven chevelle not sure if I will stay with t400 or go to a glide
1050 or 1150 in your opinion
also do you do carbs, just got a brand new (non ulta 1050 holley)
jeff

[hammertime]

Jeff a 1050 is a good option for your engine, there is some power gains in moving from the stock holley stuff. Nyes surely doesnt run Holley on their own stuff I promise you this ;)


Mark, I didnt want to start a pissing match on drr asking this question so I will ask on here its a bit more civil :) I wonder if you have ran the bigger cfm billet main bodies say like 1600cfm vs a holley 1250 main body. Reason I ask, what I see is a lot of power on the dyno and can never get them to be as fast on the track under accelration. Same goes for my injection (2100cfm terminator) we've been able to make awesome power on the dyno with my combo (25hp avg and 30trq avg better) but yet it does not run faster on the track.

[maxpower671]

Jeff a 1050 is a good option for your engine, there is some power gains in moving from the stock holley stuff. Nyes surely doesnt run Holley on their own stuff I promise you this ;)


Mark, I didnt want to start a pissing match on drr asking this question so I will ask on here its a bit more civil :) I wonder if you have ran the bigger cfm billet main bodies say like 1600cfm vs a holley 1250 main body. Reason I ask, what I see is a lot of power on the dyno and can never get them to be as fast on the track under accelration. Same goes for my injection (2100cfm terminator) we've been able to make awesome power on the dyno with my combo (25hp avg and 30trq avg better) but yet it does not run faster on the track.

that's a great question! :idea:

[cncmotorsports]

Hey guys what brand carbs do yall prefer? Is a Quick Fuel carb any good? And what is an average good price for a 850cfm carb?.....I m kinda partial to Holley but thats just because they have been around forever something new maybe better...thnx

Depends on the application. Street Strip AED makes a Great carb (We use them on all our crate engines and drag race engines.
They are all built different so you will get different results.

AED 850 HO 549.95 AED 850 HOM $629.95

[miked24]

Thanks for all the info guys some great stuff experience helps alot.....

Cnccncmotorsports how much is your shipping to Bronson Tx 75930?

[cncmotorsports]

Thanks for all the info guys some great stuff experience helps alot.....

Cnccncmotorsports how much is your shipping to Bronson Tx 75930?

buy threw our on-line store $10.95

[hammertime]

Thanks for all the info guys some great stuff experience helps alot.....

Cnccncmotorsports how much is your shipping to Bronson Tx 75930?

Mike, I took a 850 APD in on trade a few weeks ago, its fresh and ready to go now. $625.00 to your door. :wink:

[bjuice]

Jeff a 1050 is a good option for your engine, there is some power gains in moving from the stock holley stuff. Nyes surely doesnt run Holley on their own stuff I promise you this ;)


Mark, I didnt want to start a pissing match on drr asking this question so I will ask on here its a bit more civil :) I wonder if you have ran the bigger cfm billet main bodies say like 1600cfm vs a holley 1250 main body. Reason I ask, what I see is a lot of power on the dyno and can never get them to be as fast on the track under accelration. Same goes for my injection (2100cfm terminator) we've been able to make awesome power on the dyno with my combo (25hp avg and 30trq avg better) but yet it does not run faster on the track.

David you are 100% correct..I have got a friend that does head work at Clements racing in Spartanburg S.C. where they CNC machine virgin aluminum heads for DART...and he states they face this issue all the time with heads etc...I am sure a-lot of this is due to the loss of Power thru the chassis set up etc....

Not to get off the subject But I have seen 30hp difference in 1/2 degree of pinion angle on chassis dyno.

side NOTE: I spoke woth John today at APD and they are gonna Convert my Stock 750 cfm Holley Carb to a e-85 CARB for the 73 z-28 camaro street car I have....$595 plus shipping !

[jmarksdragster]

Mark, I didnt want to start a pissing match on drr asking this question so I will ask on here its a bit more civil :) I wonder if you have ran the bigger cfm billet main bodies say like 1600cfm vs a holley 1250 main body. Reason I ask, what I see is a lot of power on the dyno and can never get them to be as fast on the track under acceleration. Same goes for my injection (2100cfm terminator) we've been able to make awesome power on the dyno with my combo (25hp avg and 30trq avg better) but yet it does not run faster on the track.

This is my first carb this large, so I can't give you a definite answer yet. I do know BLP has run a few different sizes across their 673 Sonny's engine, the 2.600 throttle bore is what they ended up with.

The issue with any big carb is providing a strong enough metering signal to maintain CONSISTENT fuel metering at the lower RPM's. Most will show more peak power and carry father past peak torque, a good clue is how peak torque is affected. If you gain there and have the gear and converter optimized chances are it will gain. There is a balance point with any engine as to having enough pressure differential at the booster to help with atomization and how low you can go to see gains from pumping losses. Every engine is different, and throw in different port and combustion chamber designs, ignition systems, engine temps and fuel used you can change a lot an in some cases not appear like much. My SB2 ran the best with a 1250 over a smaller carb, my friends pump gas 540 runs as well with a 1050 as anything bigger. The difference is in the port designs, compression, and fuel. Low compression and pump gas despite being made to work together are not the best combination for a race car. Vaporization characteristics of pump gas sucks... and low compression doesn't help. A smaller carb creates more vacuum under the carb, creates a better pressure differential, and that aids atomization and vaporization. Burn the fuel more completely you need less, and make more power.

The engine this carb is going on is for the challenge at BLP, it's a 622 Steve Schmidt engine with 11° Big Chief Heads, these are high velocity Pro Stock style heads. It should be an extremely efficient engine with a VE at least or over 110%, and hopefully my choice on size will be close. I found some interesting things on the flow bench, I'll see if they will help a little as well.

As far as injection I don't have any experience there, but I suspect much the same there with vaporization. A TB too large will have less vacuum to assist in vaporization. You might try raising fuel pressure and cutting back on jet size to compensate if that is possible. Consider how air conditioning works. Pressurized freon goes through a restriction and drops pressure. The liquid freon changes to a gas, and the temps drops. Methanol already does that to a degree, but if you can vaporize the fuel better you may not need quite so much and gain some more power. Of course other factors are involved, for one look at the ignition the Top Alcohol cars use. You need a very strong ignition to light the fuel when you start adding more. The right heat range plug, the right engine temps...

[jmarksdragster]

After anodizing.

http://i287.photobucket.com/albums/ll150/jmarkaudio/BigCarb2.jpg

[ken0069]

I had a Braswell on my car. I made a time run and went 5.68. Came back and switched carbs to a Quick Fuel and went right back out and went 5.61. Here is the best part. I had the Braswell custom made to my engine and car. The Quick Fuel was a recommended shelf carb.

TS1955

After living most of my life not knowing much about carburetors then in the past few years learning a fair amount about them and building a few myself, I've somewhat changed my opinion on carbs and carb builders.

It was my thought in my early years that carburetors were a "black art" and that only a select few ppl ever really understood them enough to be able to fine tune them but with O2 sensors now being pretty reasonably priced and many racers now installing them on their engines, they have changed the carburetor tuning landscape forever.

Having said all that, the incident you referenced with the Braswell and QuikFuel carbs is a classic example of what I'm talking about. It's my opinion that NO carburetor is going to be dead on out of the box! It's also my opinion that ANYONE that wants the most out of their carb, whether it's custom built by a Pro or one that you hobble together on your own, unless you understand the fundamentals of tuning one and fool with them yourself then you're likely never going to get the most out of it because EVERY engine/car is going to be different and the builder (unless it's you) can't be there to fine tune it for you. :wink: