Holley Sniper VS Carb Dyno test (750/850 CFM Carbs)
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- Опубликовано: 26 апр 2024
- The best back to back comparison i've done! Holley Sniper X-flow vs 750/850 carbs.
Same engine, same day, same timing, same AFR, same coolant temps! Here are the results
Holley Sniper X-Flow 8 Injector (900 CFM)
Holley 750 CFM Carb (mech secondary)
Holley 850 CFM carb (mech secondary)
Is it fuel distribution? atomization? or inlet temp? Let me know in the comments
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A high quality well set up and tuned carb is very hard to beat.
Ya thats the problem is most people have poorly setup and tuned carburetors and wide open throttle isn't really where fuel injection shines it's that there is an o2 and it can have basically the right afr everywhere
The distance the fuel travels is what everyone thinks is the reason carbs make more power than port EFI, but as we see in TBI vs Carb tests the Carb still makes more power. The reason is because the carb atomizes better than fuel injection. In efi the fuel is pressurized and relies on the droplets accelerating out of the nozzle(s) to shear the droplets apart. The opposite happens in a carb, the pressure of the air acting on the fuel is decreased. This is what makes the fuel move from the main well out of the booster. What happens when the pressure on a liquid decreases? It gets closer to its boiling point for a given temperature. You could boil fuel at 0 degrees with a low enough pressure. As this pressure decrease happens the fuel's surface tension decreases and this allows air from the emulsions to aerate the fuel more easily. The fuel is also cooled; (adiabatic cooling) in the same but the opposite way that compressing something makes it hotter. So now you have cooler fuel with low surface tension that has been pre aerated exiting the booster. As it exits the booster, the airspeed through the booster is extremely high, higher than the airspeed through that sniper throttle body because of the venturi effect from the carb throat, compounded by the booster venturi discharging into the lowest pressure region of the carb throat. This is what creates the suction to draw the fuel, in addition to speeding up the air. This fast moving air then shears the aerated, cool, and low surface tension fuel into fine droplets.
You are most likely seeing the result of that in your lower end power numbers because the airspeed through the TBI is not high enough to counteract the coarse fuel introduction from the injectors. As air speeds up, some shearing action improves the atomization and also exposes the fact that a throttle body will flow more than a carb when you don't level the playing field by accounting for boosters and venturi reducing the flow area. This is why you see less of a high rpm difference on a single plane manifold vs a dual plane.
TL,DR: fuel introduction location is a tiny difference compared to how the fuel is atomized to begin with. Carbs win.
Great explanation! How does this change at high elevations?
I live at the base of the Sierra Nevadas and spend most weekends driving up to the mountains-usually 8,000’ - 10,000’. I’m looking for the best option to maintain the best power at those elevations. Will an EFI with an O2 sensor be my best option?
@@philippine_phin Thanks! Most general aviation airplanes are carbureted and routinely fly over 10,000. We can go up to 12,500 continuously without supplemental oxygen (to breathe).
The carburetors are very primitive and they utilize no boost venturi. What we do have is a mixture adjustment that basically works like a manual metering rod attached to a control in the cockpit.
The cool thing about altitude is that the fuel is even easier to atomize since the pressure acting on it is lower. Atomization (and the heat consumed by valorization) actually becomes a problem in airplanes because the carb will get so cold it starts to get restricted with ice under certain circumstances. We have a separate control for carb heat to prevent this.
Carbs are not that sensitive to altitude. The same reduction in pressure that reduces the oxygen content by volume also reduces the pressure acting on the fuel bowl which is what creates the differential that allows fuel to flow through the booster. They are self correcting to an extent.
I moved from sea level to 4800' and the afrs were only a couple tenths richer in my track car.
Depending on your starting altitude you may be just fine with a properly tuned carb. You can use a wbO2 to tune it. A lot of people run into problems because they have their carb tuned rich to begin with.
EFI with closed loop WOT will certainly give you any afr you want but engines are much less sensitive to AFR than atomization. There's a relatively broad shelf of AFR where HP differences are low single digits.
The sniper throttle bodies have 1:1 linkage. That’s why they feel like they have more low end power in the car. All carbs are progressive linkage. You can make them 1:1 though.
The carb atomizes fuel better, as well as giving a colder fuel charge to the engine because of the airflow through the carb.
Whereas the fuel injection is not using the air to pull the fuel and atomize it.
Engine Masters has tested this many times.
Exactly 👍🏽
People mistake throttle response for torque output. The slight lag that it takes for the air to pull fuel from the carb vs instant fuel with the smallest toe wiggle. Another factor is throttle return spring tension. I know it sounds dumb, but a lighter pedal feels faster to most people, myself included.
Not surprising at all, every EFI to carb swap I've ever done the vehicle picked up everywhere and throttle response improved. The only thing I can really say about EFI is it's ease of tuning on a boosted application. Even then, with the technology we have available now you can easily pinpoint on a carb what you want/need to do. There are systems that will control everything except the carb but still inform you what you need to do, essentially an EFI system without the EFI. A carb is far less complicated than most ppl (younger) think. Tbh, sometimes I think the only reason carbs get hate is because younger guys who are so use to seeing everything on a computer screen can't function unless a device is telling them how.
The carb has a venturi effect increasing the air speed cools the charge, Carbs,mechanical injection and efi all have there place I'm lucky to get to work with all of them.
That's the only thing I figure can be different aswell. It would be cool to try put a thermal camera above both on the dyno
The venturi on a carb has to cause a pressure drop for the fuel to be drawn into the air stream. That pressure drop is a restriction that's supposed to be the reason carbs can't make as much power as an FI throttlebody (with no boosters or skinny spot in the way)
But, like the video shows, it's often that paper doesn't match the practice.
As you say it depends on the application. EFI in marine applications is stellar. No fumes hanging out in your bowl, I mean boat... Instant starting too.
Carbs found a significant enhancement with the annular discharge venturi boosters. Carbs also have infinite ratio variation due to the fact that they are mechanically adjusted through air pressure/ vacuum signal, where as EFI must be calculated then applied. Carbs suffer from large overlapping cams weakening the low end vacuum signal, and the EFI just reads the data and injects X amount of fuel and bypassing the problem. Carbs also suffer fuel evaporation and occasional issues with hot fuel lines causing vapor lock, and also fuel vaporizing in the body/manifold when off and hot. The other issue with carbs is fuel level in the bowls on steep angles or high lateral G forces and harsh terrain the vehicle encompasses. Considering these variables a good EFI tends to win everyday. But if the ECU craps itself, you won't be fixing it in the desert. No clear winner here. It just depends.
Great post and question.
I like both carbs and EFI , I have the Holley stealth ram on the 400 in my camaro its nice to have fine control over the fuel and timing, but i love how simple the quick fuel 750 double pumper is on my chevy truck ,a little time with the wide band meter and some jetting it runs just as good as the EFi with the exception of cold starts .
Quick fuel carbs seem to darn good carbs for sure.
I've converted a lot of factory fuel injection systems to Carburetors and always liked the results. Like TPI to a Quadrajet, no other modifications to the engine. Same scenario for 5.0 EFI Ford, but to a Holley 600.
awesome vid
Always like your videos, I gotta Ole drag car runs a 1050 Holley after a clean up pass it works fine and runs very consistent. Ole truck had tbi i converted it to Qjet 2 and its electric choke works great for me!!😊😊
Can't beat the sound of long tube headers and carburetor combo
I have a stock 5.3 ls. With a 4 barrel intake. I tried 5 different carbs on that thing and never got it to run right off idle.
Brand new old stock quadrajet, new 600 vac sec holley
New summit Brand 750 and a old dirty 600 vac sec that worked good on a 350 in my camaro.
And a old holley 650.
It ran great with every carb once it past the off idle dead spot. The old holley I pulled off my 350 in my daily driver truck. It didn't have a dead spot on the 350 engine only on the ls. I have been hotrodding and building engines and tuning carbs for over 40 years. I have never had a problem getting the dead spot out of a carb before. But that ls beat me down. I gave up and put a sniper on it. And no dead spot. Instant throttle response. It doesn't seem more powerful and it doesn't get better mileage driving it with the sniper. But the dead spot is gone. So that was a win.
I bet your dead spot off idle was a timing issue, not a carb issue.
A well tuned carb (and especially a 1:1 race carb) will out perform an EFI. But a well tuned carb on Tues. may not be well tuned on Wed. especially for us folks that have drastic weather changes where we live. I like both EFI and carbs for their pro qualities. If it's a race car and you know how to tune it.... Go carb for sure. If it's a hot rod that you take out from time to time during different times of year and conditions and you don't want to mess with tuning it every time.... Go with EFI if you can afford it. That's my take on things.
Exactly what I tell customers
Thanks for this video, I would like to see a track comparison also! I had a FITech unit that ran flawlessly for about 2 months and then it died, replaced it with a FAST unit that ran really inconsistently for some reason. Ended up just selling the truck. I like carbs and factory fuel injection, done messing with this stuff for my daily as I spend lots of time in remote areas and I don't trust the reliability of these aftermarket units where I live.
Ive installed fitechs, also found they worked great at first but their quality isn't great. I've installed FAST systems and found they also have some quality issue and never run quite as well as others. Holley system seem to be the best bet, I've be using one on my personal truck for 4 years
You can fix the low speed torque output on the EFI with "pump shot" my EFI system has that option under advanced settings. I believe the sniper 2 has it too. You can also fix that mid range torque dip with a laptop. My system allows it and I believe the sniper 2 does. I do love the simplicity of carbs and I can tune them very well. I just got tired of draining fuel during the summer and cleaning them out for winter time. My EFI setup come winter I put a fresh 5 gallons in with some Lucas and it fires right up. Runs perfect. I do miss tuning carbs though, it was the best part to me.
The snipers were laptop tuned. No matter what I've tried, I can not match the torque of the carb on the engine dyno in most cases
I have always heard from other people that carbs are more responsive off the line. This is back in the day when the guys were putting Vortech or Paxton supercharges in the 5.0s to run 10 seconds.
Heat and today's ethanol fuel is the only problem that I see with a carburetor. I personally believe that ethanol fuel percolates at a lower temp causing the carb to push fuel out of the pump Nosel and venturis. I agree, Carburetors do seem to be more responsive at lower mid rpm and I have no idea why. Good question
Ethanol has a higher boiling point and flash temp than gasoline. That's why it's less efficient as a fuel but can produce more power through heat reduction.
@@jdvintageauto2958 That's not at all what he's speaking of
@@Carl_Jr percolating is boiling.
@@jdvintageauto2958 I'm saying he's not talking about efficiency
@@Carl_Jr when your talking about boiling points, flash points and rate of combustion then yes we are talking about fuel efficiency. The reason why ethanol is added to gasoline is to raise its octane rating. Lead and the other additive they was unhealthy for everyone.
Hey you may have done a video on this but got a question. Have you ran (LS7) LS lifters in a L31. Just curious. Love the content guys!
Yeah I used LS7 lifters in alot of my builds. Preload them 1 full turn
The EFI TB does seem to have better throttle response and tip in. Sequential EFI does feel that way as well. That might be what is being felt as having "better low end torque" but from off idle to may be 2k rpm? The TBI performance resembles carb performance more than your normal port injection.
money/ money!! got to save.
Efi feels like it makes more torque because it runs better at part throttle. Something you really don't pick up on a dyno. Im still a carb guy though. You can pull my split dominators out of my cold dead hands ! Lol
I have the Atomic 2 on my 71 Camaro. I switched over from a Holley 650DP. The biggest difference between the Atomic 2 and the Sniper is the Atomic 2 actually has what simulates down leg boosters in the center of each of the bores of the throttle body. It's really cool. The sad part is, since the Sniper 2 was released it looks like MSD is discontinuing the Atomic 2. 😢
Anyway, the Atomic 2 is flow rated at 865 CFM compared to the Holley's 650 CFM. I noticed a huge change in throttle response. I believe part of that is due to the Holley carburetor having progressive linkage which the Atomic 2 does not. When you blip the loud pedal with the Atomic 2, all 4 throttle bores open immediately. I had to purchase that throttle lever extension they sell for the Sniper and modify it to fit the Atomic 2 to help reduce the tires spinning on every single launch, on the street. And I have a 3,000 stall converter! 😮 It was annoying.
Honestly, though, I do kind of miss the simplicity of the carburetor.
I have an Atomic 2 sitting in the shelf. I used it for the dyno test at Nicks garage youtube channel. I may have to dust it off to do a Sniper 1, vs Sniper 2 vs Atomic test?
@@cuttersperformance You got my vote! 👍
And yes. Your trip to Nick's was part of the influence of me picking the Atomic 2. Call me superficial but I love the look! 🤣
@@cuttersperformance Oh. Speaking of which, you'd be the perfect person to ask. Do you have an active email for this channel? I'm hoping you might know something about the Atomic 2 that I need to know.
@@Carl_Jr pcperformance1@outlook.com
@@cuttersperformance
👍
Perfect. I'll probably email you tomorrow. My real name is Adam. I started this channel back before RUclips was a money making platform and really just started out as a place to store your videos to show your friends. Anyway, thank you.
I was surprised by the bump in mid-rpm torque with the 850 cfm carb over the Holley sniper, at least on a single-plane intake manifold. You mentioned the results were different with a dual-plane. When do we get to see those results? Great test!
Knockin on 25k 👍👍👍
Picked up what looks like a good Vortec 350 today. Gonna try for a dingleball build 👍👍👍
Heck yeah 🤘🏻
If you're going to shadetree the hone get a 3-stone hone instead of those damn dingleballs.
Neither will true the bores, but there's no reason to hone the low areas even lower.
@earlbrown ive used both, have had Goodluck with ball hones on bores that are decent. If they bore isnt great, I just bore it
@@cuttersperformance "good luck" means you got away with it.
When it comes to engines, you measure them on leak down, cylinder pressure, and efficiency. And that comes from a true correct hone job.
But even a shit job just scratching up a messed up garbage bore will look good to the untrained eye.
I'm really amazed you replied to my post with your answer. We both know a real hone showcases low areas and problems. Dingleballl hones hide them.
Carbs vs tbi is alot like buying welders, some only have all around,basic settings that have minimal adjustments(carb)
No buy a welder with every parameters can b adjusted (tbi) u get cleaner run time, easier starts etc, overall is better
Good analogy!
Westtech did this same thing years ago and they turned both efi and carb engine to be it's best and the carb beat the efi hands down power and torque you want hp go carbed you want less go with efi that simple, these people today don't know how to start a carbed engine and they think it's the carb's fault I grew up with carb engines and I have no problems with them there smarter than most people. done right there good
I'm not sure if it's as simple as power. Power is close, I think what most guys are looking for is drivability with a street car
@@cuttersperformance just like I stated done right there great, carbs have been around along time with great driveabilty, there only as good as the mechanic tuning it was when a carb has a problem you still get home when a efi has a problem here comes the tow truck. And yes I know the efi makes things easier and better fuel econony. worked on both for years and years and like I said both has there advantages and there tuning is different on both
I have the ACE killshot-this was based on everything else on my big block. Carbs will always have a warm spot in my heart like points over HEI..lol.
What do you think of the ACE killshot?
@@cuttersperformance Its VERY easy to use and tune. I had an 850 dp but swapping intakes/headers etc etc it was easier to tune with the ACE. Holleys are easy but I am sold on the ACE. And for $800...up to 650 HP...you cant go wrong.
@tangledline I may have to give one a shot. I asked if they would send me a demo to dyno test...no such luck yet haha
@@cuttersperformance Yeah, I was hinky at 1st but after doing alot of research..I was like "dominator or ACE" and thats how it happened.
Is it atomization or charge cooling, both maybe?
Was your intake using the heat crossover? Im thinking fuel atomization with the down leg boosters on your carb you had in your hands at end of video worked better with the intake temp that the sniper, which would have alot finer atomization. If your intake was heated the finer fuel can start to vaporize, which takes up more volume which in turn takes up intake runner volume. Just a thought.
No heat cross over was used
My brother has that setup on his 302 with an elderbrock RPM performer intake and sniper Holly kit you read through it they suggest you put a 1-inch spacer underneath it to give it an air gap for better low-end torque
Typically an open spacer will help top end
Oh yeah he put the kit on the sniper to make it work more like a regular 4 Barrel with a delayed secondaries instead of opening up all at one time like the way it's set up from the factory
I'm like you Pat, I dont' consider myself a 'carb guy' or an 'EFI guy'. I think for daily drivers the OEM EFI is the cat's ass, great part throttle, cold start, fuel economy etc... but for your weekend hooligan wheels a good ol' 4 bbl does the job. There was a time when I thought I would have some kind of EFI on my hot rod but it's not working out that way. Give me mechanical secondaries and a pair of big ol' accelerator pumps and I'll be happy.
It is interesting that there is a little bump in the carb'd torque and I'm interested to hear what your video has to say about flow rates. You'd think they would just be listed at 1.5" vacuum drop like a carb but I guess it's not that simple. It should be, but it ain't.
The low end torque is a function of fuel flow. You need to add fuel at the lower rpm’s, that the gap. The carb is typically way richer at low rpm.
Exact same air fuel ratio. I've even tried richer and leaner
No it isn’t, too much fuel is going to hurt TQ as far as a carb orEFI is concerned they just need to optimize tune to provide ideal A/F torque is dictated by engine design not fuel flow
Could it be fuel temp? Could the electric pump on the sniper be putting just a bit more heat into the fuel? As for 14ft lbs loss I'd take that every time on a street driven car. Driveability especially if you see big elevation changes is more important than 14ft lbs.
Both ran with an electric fuel pump
You just can't beat a properly setup carb. The real benefit of EFI for me is the ability to more easily adjust for atmospheric conditions and ethanol content. Wondering what an annular booster carb would have done?
I have seen smaller carbs make more low end torque then a larger and make the same at the top. Maybe the larger TB is the difference.
Believe it or not the 850 carb flowed more than the 900 cfm Sniper on the dyno. But the 750 flowed slightly less
dyno is WOT that seat of the pants part throttle is hard to test on the dyno. my guess is higher velocity with the carb having smaller venturies.......tldr i wouldn't worry about it
When you tune the fuel injection you should use a little less fuel than the carb will be using because the fuel delivery of fuel injection can be considered instantaneous while the carb fuel delivery profile is lagging so the carb is in essence delivering a leaner mixture at precise moments. AFR can look same but that measure doesn’t correlate exactly to fuel delivery while engine is accelerating. Tune the FI leaner by 1 or 2 percent. Power will come up.
Ive tried both, slightly leaner and richer. Abit lean will usually help the top end but I can't seem to match the lowend average torque of the carb
@@cuttersperformance wow! I loved carbs back in the 80s but been doing the fuel injection thing since. It is great to know that carbs can still be as good as the much more complex FI. Thanks for the info. I stand corrected. I probably wasn’t as good of a carb guy as I thought I was lol.
The real word is Throttle body injection or TBI
Im done with carbs bad mpg hard starts when its cold or hot and allways gotta tune
I don't know I have a 600 cfm edelbrock carburetor on my 53 chevy belair for now later down the road I want to go EFI I was think about getting the FAST EFI KIT I have a friend that's has 1957 chevy belair with a big block chevy 496 stroker with a blower and two FAST EFI and he told me he's getting 18 mpg on the highway he convinced me to get a fast efi kit later on
Heres a question that no one seems to ask... would you prefer a new carb or efi on a new engine that needs a flat tappet cam to be broken in?
Ive used both but prefer a carb and a Hei for cam break in. I break almost every cam in with "ole trusty" a holley 600 carb on my engine stand
Run rollers instead
It looks like a carb makes more power at wot, while the sniper improves part throttle drive ability which makes it feel more powerful in everyday driving. Could it be this simple?
It certainly feels that way
Wouldn't matter to me, I can't afford all of that fancy nonsense anyway, so it's a carb for me!
Thank you for your knowledge and videos USA 🇺🇸 TRUMP
the sheep will always drink the efi kool-aid.. 😂
Annular discharge carbs, Response!
I’m to old. Carb. Only thing I don’t like is Holley carbs don’t like to sit unused. Maybe carbs in general.
Yeah, carbs definitely don't like to sit long with today's fuels
I enjoy both types, but I still harass EFI owners when they have issues. The main reason my drag truck is carburator is simplicity and reliability.
It funny that people still think that "they" will put a better product out that overshadows another. We can purchase a better (more powerful) , they sale that shit lol but bace line stuff will always be different but the same. Depends on what we the customer is willing to put up with. I refuse to carry a computer with me just to work on my fueling needs. Others may not care. But no one gets more power and response for free.
There’s negligible difference between the two on the dyno, and for a car that never strays far from home an aftermarket injection kit is okay. What I don’t like about aftermarket stuff is the serviceability issue. I can repair a carb roadside with a couple hand tools. What do you do when your ECM shits the bed in the middle of nowhere? As more of these kits are in use out there we’re hearing more and more stories of people left stranded waiting on a tow. But now here’s the kicker. Where do you tow it? Who can service this aftermarket stuff? Just my two cents.
Carb always wins, I’ve seen many dyno carbs versus fuel injected engines and Carb always wins! Face it fuel injection sucks and shouldn’t have ever gone their
The optimum tune for each is going to rely on the cam. You can put the cam in way later and spread the lobe center out with EFI because it doesn’t have to rely on scavenging to push more air and fuel past BDC ( as the piston is coming back up the bore) like a carb does
Have you considered the affecr of fuel atomization? Carbs are often far superior at atomization. Set up right, when you have a carb fuel will instantly vaporize when it is drawn into the airstream. EFI doesn't come close, so much so OEM TBI systems heated the intake to improve atomization. In fact, it's possible to over atomize with a carb, where the vapor displaces so much air it causes a drop in VE and power.
You mention air fuel ratios and timing a number of times. Certainly important characteristics. But you don't mention atomization, and how important matching atomization characteristics to intake and booster design are to output and drivability. TBI style EFI cannot match carbs in atomization. I think port EFI would need different injector nozzles and much higher fuel pressures to do what carbs do. I don't see that happening.
Yeah ive considered atomization for sure. I find it interesting how much it affects it down low and less up top. But this might have something to do with air speed as the pulls past the incoming fuel faster as rpm increases. Interesting stuff
@@cuttersperformance Ever notice how the TBI runs different on open plenum single plane intakes?
@@v8packard different in what way?
@@cuttersperformance You get better throttle response and drivability than you think you would with single plane, even some more torque. In fact, it's easier to tune for drivability than a split dual plane.
@v8packard Most definitely. I can't seem to ever match the drivability and throttle response with a carb compared to sniper, especially with a single plane.
The difference in power between these two makes no difference so as I see it comes down to 2 things cost and drive ability.
Well after converting 5 of my cars from carburetors to Snipers I will tell you it’s night and day. Now don’t get that last statement twisted, I don’t drag race my cars so this isn’t about HP.
I drive my cars, Not to a cruise-inn or a local trip around town. I mean drive them, 250 miles to the coast, Or 1500 Miles to Yellowstone.
Carbs IMO are like a VHS, I surprised they still make them.sire they start, Drive and go down the road…..They also are finicky in hot weather, They Suck when changing altitude and Indont give a damn what ANYBODY says…….They do NOT put perform FI when it comes to MPG or reliability of quality engine performance.
There is ZERO room for a carburetor in my collection……None!!!
Thanks for your input from experience. There's no doubt that drivability is much better than a carb in any swap I've done as well
Carbs will be better when shtf.
Its in a ratio of error, 7 to 8 ftp torque, not worth a carb
Ive had almost 20 fllbs loss on some engines on the dyno
@@cuttersperformance I have max effort 93 octane build, carb was never consistent, might b good in one area but crap in mid range, and not notice, I picked up couple miles hr in quarter mile switching to tbi, and that was b4 I new how to right fuel maps, so I'll take that loss, but ive seen engine masters test this and came back same, so most likely tuner problem,
@@cuttersperformance also I'm sure since ur dynoing 4 power I'm sure u didn't toss on a 4160 holley either, I'm sure it's one of the best race carbs u can get duel feeds, annual boosters, I'm sure if holley wanted to they could make a tbi yrs better like pitch the iac valve, that's for easier driving, what on an xp is for easier driving, maybe progressive linkage or maybe power valve,
From my experience most race carbs are more less on off switch, with an idle
Didn't try a 4160 but the carbs used were just 4150 street carbs. The 750 was just a run of mill classic 4779 with choke horn. The 850 didn't have a choke horn, but nothing fancy either
@@cuttersperformancein 2000 the 4150 was the best u could get, its built for performance mind tuned for performance, basically a race carb, sniper is single feed, so comparing it to a 4150 and being right there, that's awesome to me
Holley sucks anymore...they're owned by a Private Equity Company 😭
You spelled Edelbrock wrong
@@Carl_Jr Edelbrock isn't under the Equity Firm umbrella is it??
@@mariocooldude9092
2020 - Edelbrock and Competition Cams merge, creating a new platform company owned by Industrial Opportunity Partners.
However, you are also correct.
2018, Lincolnshire Equity IV, L.P. sold Holley to Sentinel Capital Partners who merged the company with its Driven Performance Brands.
I was not aware of that. My bad. 👍
@@mariocooldude9092 Yep not a family company anymore its Venture Capitalists
@@chrisd078 capitalism ain't all it's cracked up to be is it 😭
I’m to old. Carb. Only thing I don’t like is Holley carbs don’t like to sit unused. Maybe carbs in general.