hymey

Hi guys,

I am selecting a carb for my combo.

Here are my specs and thoughts.

LS2 bored 10 thou, L92s ported 360cfm 265cc runner WCCH ported GMPP 4150 manifold, cam- 248, 254 -106 .650" hydraulic roller (300 duration at 6 thou). 12:1 compression, 4 into 1 1 3/4 long tubes.

My thoughts are 750-950 cfm with dog leg boosters. This rating I know means nothing and carbs are hard to flow bench, what the MAP is at WOT and its low end response is the real test. I am racing it and spraying it (150 shot) and street driving.

I really like the look of the AED 750 cfm dog leg booster HO- modified carb. It has been ported further AED says it flows more then a 750cfm holley. Whereas a 950 HP flows less then its rating. I like the look of the AED HO modified with its features, Although not sure weather to run 750-850. I know guys running these with 650 HP 350ci small blocks turning to 7500-8000 and making no more power with a bigger 950 AED HO-M.

Your thoughts on this?

Other option 1050 cfm Quick fuel 4150 annular boosters? I believe this is to an excellent option. An 830 annular? too small?

850 Mighty Demon with annular boosters, they say these flow aswell as the quick fuel. 95% of guys are impressed with tunability.

Dominator 1050cfm with a decent 4150 to 4500 adaptor????

My thoughts on this are expensive for a decent adaptor and decent carb and harder to setup, though excellent low end with annular boosters. Now thinking I would have loved a 4500 manifold.

From what I have read on this, the 4150-4500 setup works well on 15 - 18 deg SBC tall port with large plenum area, makes excellent spread of power. The dominator is popular with engine masters. I have read it does not work as well with 23 deg SBC with the spacer. I don't know the theory on this.

An Aus workshop has tried it on a hemi and did not work so well but they have higher valve angles. But he told me it was unresponsive to jetting as the boosters were to far away from the plenum.

I think I am sold on the 750 H0-M AED. But can guys recommend me something here that they like? Especially with annular booster which will help the big port- short runner smalll cube combo with lots of overlap. The Quick fuel 1050 looks great as does the Mighty Demon..... I have seen a few tests comparing the annular to down leg on big port LSX the annular wins everywhere even though it flows less.

Cheers!!!!

3pedals

iTrader: (3)

I'm running an 850 mighty Demon with dog leg boosters on my 6.0/L92 combo, and it is far from 600hp. It shows no driveability problems at all, and actually it moves fuel well at low revs for being a dog leg booster.
I would NOT choose a carb that flows less than this one if your goals are 600+hp, infact after hearing about how well carb spacers work on the vic jr manifold, I would try a dominator on an adapter if I came across 1 for a good price.
I dont beleive any carb smaller than a holley 1000hp, or demon 850 deserves to be on a 6.0L or larger LS motor. JMHO.

hymey

Thanks heaps it clears things up. I might go a dominator 1050 then or demon 850 heard good things about them! I can always change manifolds later I noticed bes uses a 1250 on his 400ci sbc

HPM

@ 600hp I would consider running something in the 950cfm range. But to be honest, I think your motor will make more than that. The QFT Q-1050 flows in the 1030 range and would be a great choice. Another carb I am interested in personally is the new Demon D-Flow carb. I have not seen any real world experience with it yet.

283nova

go with a holley 1050 dominator, they do also make a holley hp 1000 with a sqaure-bore bolt pattern

ZONES89RS

iTrader: (25)

I have the pro form 750, it is probably about 800 actually, but a 850 would work great for your combo, if not a 950 max.

283nova

how does that proform work for you? i had one and never could get it to work right, it was 5200+ anything below it would act like a pig no matter what i did jets, pv's, air bleeds, gaskets, everything.. was back when they 1st started coming out, i attributed it to a flaw in the internal casting. still use the baseplate on my holley though.

hymey

The Quick fuel looks good and uses taiwan made base plate, AED uses a holley plate. Anyone know much about the AED 1000 HP as far as "real flow" is concerned,

Thanks for the replies...

Joel

camarof41_383

iTrader: (7)

You may want to consider calling Pro-Systems. I've had 3 prosystems carbs and every single one of them was near perfect right out of the box. Patrick builds a custom carb tuned to your combination, very little tuning is required. His carbs don't cost much more than a holley or demon, money well spent in my opinion. The tech support is excellent too, hard to beat the value there. I emailed a tech question on a saturday morning and got a phone call the same day to step me through some race day tuning questions that i had.
I've used Holley, Demon, Pro-Max, Pro-Form and others with varying degrees of success with demon being my least favorite. Demon seems to be hit and miss. I have heard a lot of good things about AED and Quickflow of the ones you have mentioned and you will probalby want something in the 950-1000cfm range.

brngrhd

also the carb guys i talk to say the cfm rating on holley carbs is off.... like the sizes and flow actually go 750 950 850 the venturi on the 950 is the same as a 750 and the throttle plate bore is the same as the 850..... just saying.

ZONES89RS

iTrader: (25)

I built mine, used the quick fuel base and pro form main body. Mine ran like **** till i got the adjustable rear metering block, since then, it runs bad ***, cruising is no perfect since it is a Trex cam, but it is not horrible.

hymey

This is correct, from what I have read anyway. I think AED may change things though. Not sure what the AED 1000 is as far as base plate and main body. The 950 HP HO-modified is CNC'd main body with different boosters said to flow 1000cfm and this was recommended to me by AED that or the AED 1000 HO.

Only reason I am kinda leaning towards AED is because the engine builder down the road has great success with them on his engine dyno.

I have heard great things about pro-systems aswell. Get it right the first time saves money and headaches later.

ZONES89RS

iTrader: (25)

Yes, pro systems is supposed to be one of the best ways to go.

hymey

Here is an email I just received from AED. BTW this particular carb I seen bolt right onto a 355 Holden and make 637hp on a superflow engine dyno and the fuel curve was impressive.

Joel:

A regular 950HP is a 750 sized mainbody (1.375” venturi) with an 850 sized baseplate (1.750”). Actual airflow is roughly 820cfm. If you take the next body size up (large body HP or what they call 1000) which has a 1.560” venture & this carb which has the same baseplate actually flows roughly 900cfm. For an engine like yours we do not like the large body as signal is greatly reduced. On our 950HO-Mod the venture is ported to 1.425” & it flows right at 870cfm. So you get a lot of additional airflow for only having a venture size of .050” larger. This keeps air speed up. Our 950HO-Mod also has a different booster we use besides the porting. Hope this helps explain things a little better Joel.





John Dickey

AED Performance

2530 Willis Rd.

Richmond, VA 23237

804-271-9107 Ext:11

jd@aedperformance.com

www.aedperformance.com

hymey

And here is a reply from Pro-Systems.

They sound like there on the money. They use a 4150 base plate but with dominator style metering blocks.


Hi Joel,

Looking the specs over, for your bigger cubic inch L92 headed small block we have an 1000 HP gasoline carb that instead of using the small fuel port 4150 metering block configuration, we internally upgrade to dominator style big fuel port metering on a 4150 size carburetor.

The Dominator style metering 1000 really steps things up as compared to a normal 4150. It has those big port passages (unlike the small fuel port 4150 standard metering configuration), perfect for your L92 small block engine (they pulse real hard and love big fuel port passages).

This design offers faster acceleration and shift recovery over a standard 4150 as it has a metering design much like a Dominator, but on a 4150 package. It really gets rid of lean launch conditions, lean shift spikes (I've taken guys from 2 inch wheelies to 2 foot wheelies with this setup). Its very driveable too. : )

It also comes with access to our 24/7 techline for tuning assistance after hours, on weekends and/or at the races.

As you can expect, it has our adjustable air bleed configuration, non-stick gaskets, drag float, Billet baseplate, jet extensions, a complete wet-flow portfolio (for easy jet selection, but I'm usually dead on or within 2 numbers) and the new style big sight glass bowls.


It'll probably flow in the 960-1000 real cfm range. I'll know more when I am flowing it for the application.


Typically it'll make 25-35 more hp than any out of the box design and with the dominator metering it'll hit you hard when you stand on the throttle.

You can spray it up to a 350 shot if the need ever arises (you never know). Thats well spent money.

We're on a 5 day build time, the carb is priced at $790 and Freight is $126.00.

brngrhd

i think they missed a decimal point on that shipping when i talked to them is was 12.00ish to ship not 126.00....... also id like to see about a SV1 everything i have been reading on them ends up with the person really happy and a faster time at the track along with great drivability...... don't know if i can swallow the price though

HPM

I think the shipping is probably right to AU.

hymey

Yes I am in Australia. I have seen some postage around 70 dollars though. Just to put into perspective the dollar is around 1 to 1 atm. And to buy a mighty demon here is like 900 dollars and from jegs there like 550. So it is a lot cheaper for me to buy from the states. It costs 800 to buy a stock 950HP and I get a custm made 1000hp with better boosters which will be within 1 or 2 jet sizes.

My current setup has the factory TB mounted horizontally on an adaptor I made. And I have injectors in the manifold. I witnessed a loss in hp on the 630hp 355ci Holden when they went to a 1000cfm throttle body and injection on the same manifold. Just made me realize with the cam and head change carb may be the way to go and will be the first person to run a carb with the e38 driving the ignition coils.

Here some pics

3pedals

iTrader: (3)

What rpm does your engine make peak hp at?
Maybe you just need a spacer under the TB to add plenum volume.
Personally I wouldnt switch to carb if you allready have efi, there is just something holding it back, keep looking you'll find it.

cody161

iTrader: (18)

Quick Fuel's base plates are made in the United States, Louisville Ky to be exact. What is your converter speed, max rpm, shift points, and vehicle weight?