For the street, a stock 4bbl. carb will do.
So will an Edelbrock. I like them in the street. Very steady and reliable carb.
Racing, a good Holley will do fine. Not just any Holley.
BEST CARBURETOR FOR STREET OR TRACK?
- Thread starter Hysteric
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For the street, a stock 4bbl. carb will do.
So will an Edelbrock. I like them in the street. Very steady and reliable carb.
Racing, a good Holley will do fine. Not just any Holley.
1050 dominator.
It has the best venturi to bore size, it comes with 12 hole annular boosters already and can be replaced with as much as 20 hole boosters.
This is the best street carb.
Now build a engine that will use it !
My tunnel ram ported by me and rough as possible burr finish, 2- 850s blp builder kits, annular boosters fine tuned by Tim on top of 2 inch merge spacers (super suckers)
Bsfc #'s say efficient as hell.
It has the best venturi to bore size, it comes with 12 hole annular boosters already and can be replaced with as much as 20 hole boosters.
This is the best street carb.
Now build a engine that will use it !
My tunnel ram ported by me and rough as possible burr finish, 2- 850s blp builder kits, annular boosters fine tuned by Tim on top of 2 inch merge spacers (super suckers)
Bsfc #'s say efficient as hell.
Not on my engine, it would lose 75 hp
Is there anyway you can post that somewhere that isn't Arabic Facebook?
I don't want to get on something with risk of info stealing
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That's not Arabic champ that looks to be Asian and most likely Thai.......
Probably Irrelevant as Ben Alameda is a well know Racer and engine builder from the West Coast:
Ben Alameda Racing
PPEARED IN 50+ MAGS, VIDS + COMMERCIALS. AN HP BOOK ABOUT FORD ENGINES. WON THE MUSCLECAR NATIONALS TITLE LATE 80'S, FIRST SMALL BLOCK TO WIN! SPONSORED BY KAUFMANN PRODUCTS-FORD MOTORSPORTS IN THE NEW PRO 5.0 MOVEMENT. 2 FUN FORD WEEKEND WINS SETTING THE 1ST WEST COAST 10 & 9 SEC. PASSES + TOP SPEED MARKS!PRO 5.0 CHAMP. STORMIN NORMAN GREY SPONSORED ME IN THE ONLY N/A CAR IN THE HEATED BUICK GRAND NATIONALS VS. 5.0 MUSTANGS."UNDEFEATED" AT BROTHERHOOD DRAGSTRIP MATCH RACES. VICTORIES AT PSCA, NMCA, NMRA, SCSN, FFW AND MATCH RACE EVENTS ALL OVER WITH BAR POWERED CARS.INNOVATOR OF THE MODIFIED PLENUM IN THE INDUSTRY. DOZENS OF MANUFACTURERS COPIED DESIGN.RECOGNITION BY USAF-ENGINEERING STAFF CONTRIBUTING TO THE ENGINE DESIGN PROGRAM OF THEN UNKNOWN "PREDATOR" UAV.R&D FOR A 24 HOURS OF DAYTONA/12 HOURS OF SEBRING MERCEDES BENZ TEAM & A MOTORCYCLE CYLINDER HEAD MANUFACTURER.RETIRED IN LAS VEGAS, NEVADA WORKING ON LIMITED PROJECTS R&D FOR DIFFERENT TEAMS/INDIVIDUALS
I know about Ben, your Fakebook link is what I was commenting about
Big difference between a good AB and the junk boosters that come in the carbs you posted.
AVS II booster problems?
They aren’t a problem, but the design is just not that good.
Somewhere in this thread it was said that Alameda said he was losing 60-65 CFM through the booster and that outrageous.
You don’t need to lose any flow with an annular booster.
I always consider stuff like comes in an over the counter carb production pieces.
Yea, I thought that cfm loss statement was a huge number myself. I’d like to know in comparison to what there is a massive loss like that. IDK myself.
Jeremiah (jd)
Well-Known Member
The only way to substantiate that statement is checking the manifold vac. at WOT. There is more than a hp number vs CFM calculator to consider when choosing a carburetor in my experience.
I have had good results with 1050 and 830 cfm 4150 style annular booster carbs. As mentioned my old 850dp with downleg boosters also works well although I felt the throttle response was better with the annular carbs. I test back and forth between a QF an1050 and a downleg q series Quick Fuel.
I put 750's on stockish 383/440 and 360 builds. Beyond that I used a 950 or 1050 4150 based carb.
Guys go faster with smaller carbs when they can’t get a handle on controlling fuel atomization and vaporization.
Thats why some guys go faster with hotter engine temps too. They use engine heat to fix other issues.
On top of that, the fuel that we use in this country comes from different sources than what the down under folks get. That makes a big difference in getting the fuel vaporized.
Do you really think Ben Alameda doesn't have a grasp on atomization and vaporization? It might actually be the reason he makes his recommendation.
The guy will pull a head off after a run to see the burn pattern in the cylinder to see what the fuel is doing.
It comes down to what the fuel chemist decides he wants it do at what temp.
I never said any such thing. Maybe I have a different approach. Maybe it works. You are such a narrow minded prick you can’t see that.
I never said the guy was wrong. I said I will NOT do it that way because I’ve made more power NOT doing that.
BTW, the chemist doesn’t decide where the crude comes from.
Good to see Tim's back......
He says **** for a reason and when your running 200 psi in street engines on pump fuel you gotta have your ducks in a row.
Good to see Tim's back......
He says **** for a reason and when your running 200 psi in street engines on pump fuel you gotta have your ducks in a row.
Whatever you say.
I never said Alameda was wrong. At least be honest. What I said was that’s not the only approach and since I’ve tested it, I can say I don’t do it his way.
Cranking compression and fuel octane rated are about as related as my front door and a lake.
Looks like Ben Alameda has done more testing than you have.......And obviously at much higher levels of Competitive Motorsport than you have.
So Ill listen to him on this stuff......
Yeah, magazine articles and a YouTube page makes you an engine builder.
Whatever. Don’t think there is any other way to do it. You already know what you think and anyone who agrees with you is a hero.
I like the guy. I watch some of his videos. But cranking compression and octane are not related.
I think the problem with stuff like this is, we can agree that optimal/balance combo is best but unless building for a very particular goal like a highly competitive race class. What is optimal? Especially for a vague application, like a weekend burnout machine that may or may not see the track.
There was a guy on here with a stock 2 bbl 273 car and stock driveline that he put a tunnel ram and like a 280 cam in it and loved it. Was it optimal, far from it but he enjoyed it.
For most the 80/20 rule applies get 80% of the performance to 20% of the effort while the others can chase the last 20% with 80% more effort.
There was a guy on here with a stock 2 bbl 273 car and stock driveline that he put a tunnel ram and like a 280 cam in it and loved it. Was it optimal, far from it but he enjoyed it.
For most the 80/20 rule applies get 80% of the performance to 20% of the effort while the others can chase the last 20% with 80% more effort.
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There is reason these guys are making movies for Youtube.
Nothing more than a sales pitch.
Lookie, lookie at me.
not one pro is going to spread debatable info online.
Put your dollar here and pull the handle. lol
Nothing more than a sales pitch.
Lookie, lookie at me.
not one pro is going to spread debatable info online.
Put your dollar here and pull the handle. lol
Its an Interesting subject carb sizing, one of our resident engine builders PRH only saw a difference of 21 hp on a 450 hp 383 when going from a factory Carter which flowed 585 cfm to a Holley 850 flowing 905 cfm........that's a whopping 320 cfm difference for less than a 5% change......
He also went on to say on a SpeedTalk thread:
"On a FAST(factory appearing stock tire) legal 511 BBM, an Ede AVS 800 was about 30hp better than a correct Carter AVS for a 69 383(585cfm).
That motor used about 720cfm@6500 rpm. (That's a 30 hp improvement for a 215 cfm increase)
Speedtalk thread
There was a complete thread in the "Tech Archives" section over at Mopart's where he breaks down the testing of 13 different carbs on the same engine:
383 dyno final results....fast68plymouth
He also went on to say on a SpeedTalk thread:
"On a FAST(factory appearing stock tire) legal 511 BBM, an Ede AVS 800 was about 30hp better than a correct Carter AVS for a 69 383(585cfm).
That motor used about 720cfm@6500 rpm. (That's a 30 hp improvement for a 215 cfm increase)
Speedtalk thread
There was a complete thread in the "Tech Archives" section over at Mopart's where he breaks down the testing of 13 different carbs on the same engine:
383 dyno final results....fast68plymouth
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That's only a 320 cfm difference if the engine pulled 1.5" hg of vacuum at WOT with each carb. It probably pulled vary similar cfm through both carbs just at different vacuum levels . The Hp gain was probably more from less hp lost though pumping loss (restriction) than any cfm gain.
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