Dominator Carb Intake VS 4150 Carb Intake
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- Опубликовано: 29 июл 2023
- I dyno tested a 4150 1000cfm carb vs a 1050 Dominator carb. Also tested a 4150 on a vic Jr vs a Super Victor with a Dominator carb. Also the Hulk 23 test results.
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I just want to say to the people out there …..We have a head porter who shares info, makes videos, tells us the right and wrong, is humble and doesn’t BS. This info is invaluable. He doesn’t have to do any of this but he does. I just hope everyone that watches these videos is willing to $upport further videos and info by $tepping up and paying for the knowledge you gain from this!
Exactly
Could not have said it any better myself. Hell yeah bro.
💯 need to see what a ported Victor Jr. Done by you will do!
Agreed on the low RPM WOT dyno pulls. When 99% of people are talking about low RPM torque and wanting to see it on a dyno they don't realize there's a difference between part throttle and full throttle operation/torque.
Everything I do , the parts were not designed for. This is fun. 8:00 AM in Oregon. I put this video on and turn it up so the whole house can hear.
Oregon here too 😂
Wow, WTH - Me too.
You realize if they find out where we live the snow cone haired libs will be protesting and crying in front of our house's right 😂
Just uncork the headers and fatten up the mixtures a bit and let it idle for a while with some love taps.
It would be interesting to see where the point of diminishing returns is on carb size...
Was thinkin about a Dominator myself. great video as always. I am putting together a 351w street/strip motor. DSS e-series pistons flat tops with those Project X heads 185's w/ 58cc and lookin at these intakes. 11.1 comp. and a tight quench. I came across this carb at summit its a AED Performance worked holley square bore 850cfm with annular boosters so it should have great throttle response and sit you in the seat. the cam is from Howards Cam hyd. roller @ .050 237/245 lift @ .597/ .597 a lobe sep 110 and ICL 106 going in ether early 60s mustang or a foxbody. Ive read good things about AED worked carbs. and these promaxx heads look great happy as hell your testing them and posting results thank you. Guys im 53 kids all gown and im gonna have a go at building this thing its been a long time and only one rebuild under my belt. so if any of ya think im going wrong direction with what ive posted or just give me pointers tips by all means go right ahead. lol Eric great job on the channel im always learning something here and thanks again.
Great work and great work explaining. The Procomp spacer even had a more even sweep-throughout acceleration on the graph. People, stop liking your own comments.
Great video keep up the good work!!!!!
I’ve run a dominator on the dumb looking spacer with a Vic Jr and it worked way better than it should have. I’d test it if I were you just to see the numbers.
Nice work Eric.
I'd be interested to see the 4500 adapter you suggested at the 11.30 mark.
On a 440 Chrysler they always lose numbers on the dyno, but pick up et and mph 😏
Would be interesting to see what PipeMax says about the intake runner length tuning on your combo... I bet it would explain why the taller spacer and the reversion plate helped the Hulk 23 TQ so much right around and after peak TQ.
I have to wonder how that last intake would have done with the 4500 dead on the flange, no spacer. Like you, i pretty well always start with a 1 inch tapered spacer , but, have had a couple instances where right to the flange was a better curve than 1 1, 2 inch of any type. I'm sure you already know- they were large plenum single planes.
Yes, all i recall , peak power was a couple hundred rpm lower and, tq was a tad earlier/higher .
Good work buddy. Going to talk to our dyno guy, he may well want your data booklets and , if so, i will order those next week.
Been Running a 1:1 pri/sec 1250 on the street for years now. Was on my 496 now it’s On a ‘54. It made more power everywhere above 2800 up to 7600 on the 496 as compared to a 1050. Perfectly streetable even in the ‘45. Both had fairly large heads/cam and a manual trans. It does take a lot of time with air bleeds and tuning to get them right though.
Thats was an interesting test for sure. I would be curious to see how the 2 Edelbrock manifolds respond with some porting. Thats when you should try that spacer adapter flipped. Just for science of of course. Lol
I would like to see the tapered 4150-4500 adapter flipped over and bolt the Dom on the victor jr. Based upon info from a thread where Darrin Morgan chimed in. His statement was they rarely ever use a 4500 flange manifold on SBC. The funnel taper always proved itself time and time again.
Since 434 cubic inch small blocks are so popular, it would be great to see tests on that not just on a 406 maybe in the future. Those bigger manifolds might shine better
I don’t have a 434 to use for testing.
The results will be the same, just 300-350 rpm less, and an extra 45 ft/lbs of torque.
@@bobstitzenberger1834makes sense if cubes alone are increased,,, curve should look same and difference relevant
I’d enjoy a 355
One of the premier converter gurus told me in mid 90s the 4150 Victor with dominator spacer that looks cheesy made stupid more power on a 406 they tested over dominator Victor sbc Intake , lol , can’t wait to see it happen , the little Vic is one of the best speed items per $ ❤
Hey Eric, If there more testing happening could you test some or just a dual plane on the Project x setup, I know it might be asking for a lot but i think it would be interesting since the vic jr. makes almost 550 lb/ft where in the AFR with the open spacer made ~530lb/ft with the enforcer heads when looking back on the data.
Great testing and yeah that graph from 2800 looks terrible dam lol. And yes I full throttle or almost full throttle even went towing went like over 4000rpm even deep uphill I think it was close to that then part throttle it was lower. So I agree with you 100% because my truck proved your theory
I'm guilty of doing a hard pull from about 1500 rpms on the rollers... but I wanted to see how bad it would do being it's a 4 speed car and to make sure I was out of the ECMs "accelerator pump shot" as it went up to WOT to make sure my target AFR was close enough... Being as mild as it is, it had no problem doing it. More importantly no knock was detected.
Have you ever tried Torco to boost the octane of pump gas? I used it a little on a 125cc with 13:1 compression, mixed 91ethanol free up to about 105 octane and it seemed to work. I did this because unleaded race gas was not available outside of an 8 hour drive, and 55 gallon drums were stupid expensive and would probably expire before I used half of it.
I haven't seen all the tests but on the 406 with the 215 did you test the vic Jr and the super vic 4150 intake if so which one made the best power?
I have a 421 with a cam close to yours and dart 215 heads with 11.1 as well
Larger carb has ALWAYS run faster at the track. the sizing come in when you are thinking of low speed and mid range drive ability. venturi size effect main circuit timing during part throttle operation. them you can dial in with emulsion and air bleed circuit control.
In fact, I have tuned an 850 on a 302 to not only run it's fastest at the track, but deliver better fuel economy and drive ability on the street than a 600 that was previously on the engine.
I've never done it myself, but I think it would be interesting to A-B test between a 4150 and 4500 by using the proper manifolds for them, and not using adapters at all. Use the same series of intakes for both, but have a 4150 and a 4500 of each.
The opening on the manifold for a 4500 is so much bigger than the one for the 4150, and the 4500 puts the edges of the opening so much closer to the runners. The plenum is usually a bit bigger on the 4500 intakes also compared to the same series in the 4150 configuration.
Oh! Eric, I forgot to add that the spacer I used was a 4 hole tapered spacer High Velocity from Brodix, Super Sucker...
I’m so confused on what I should do. I have a sbf making 615 hp with a 4500 intake and 4150 carb. Should I use a 4150 carb with hvh spacer? This is the setup when it was on engine dyno. Or should I use an anti reversion plate? I have an ultra xp 850 with the dual mounting. Or should I try to find a dominator carb? My car is setup for drag/drive events
I have a request. For each dyno test can you or the operator pick a low RPM and a high RPM to put the average markers at and keep it the same for each test ?
*** And i ran the numbers in Wallace racing Dynamic compression calculator and was 8.30 i believe. lookin at 373 gears in the ass. I figure the cam is prob at the limit for around town stuff. there is 2 others in mx for the job. both from Erson. cams 234/242 & .584/ .584 lift only diff between the two is the lobe sep. one is at 112 and other is 108 id prob go with 108 help with launch 3500-6500 rpm.
Flipped dominator will center vacuum pull . Should increase velocity through the ports.
Eric do you think they will ever Bring Back the EMC ? I religiously watched that growing up in my younger days
it was one of my main sources of not only entertainment but inspiration that’s how I learned about you and it also taught me a lot and improved my own engines quite a bit because I learned especially for the street building an engine that makes the most average power in the rpm range it’s intended for is the best strategy in my opinion.
Very unlikely
@@WeingartnerRacing what killed it? Internet? Lack of funding?
Seems like alot of engines have multiple high spots throughout the rpm range, or low spots, depends how you look at it, usually most have 2, I’ve seen engines that were turned higher that have 3. My question is why?
FWIW: Not True that a smaller carb is more responsive, thats only true for people that dont understand carb tuning /emulsion/booster sizing/stake tube diameters etc.
A friends car picked up a tenth going from a 4779 to a 750 dominator
Looks like the Hulk needs a Larger engine. like 434 cubic engine. i wonder how your slightly 40 grit Super Vic did
For what it's worth my radical 350 seem to run better on the street with the 1050 than my goto 750, but I traded both for the Weiand TR.
Dammit man quit saying hamburger making me hungry haha
I would sure like you to test the polymer racing dimpled spacer. they claim 20 to 30 hp I can not see that . may be they send you one to test.
I would test it if I had one.
USA 🇺🇸 USA 🇺🇸 USA 🇺🇸
The 2" carb spacer always made more power at the track than a 1" spacer for me... 850cfm Holley carb and a 1150cfm SV1 on my 468" BBC. 2" spacer made more mph and better et. Eric.
So how did Engine Masters Challenge get the dyno to operate accurately over such a wide RPM range ?
It was a different type of dyno. Its not that the one I used can't do it but it takes more adjustment. I just didn't want to make more pulls on the motor at the low rpm to get it adjusted properly.
@@WeingartnerRacing Yer, you could detonate a high comp restrictor plate cup motor back in the day leaving the pits. High comp helped low cylinder fill at race revs, full throttle at low revs too much cylinder fill.
@TomSmith-cv8hk The issue wasn't "too much cylinder fill"...
The issue was that the piston speed was too slow. At high revs, the piston is up and gone from TDC ALOT faster than at low revs, and at lower revs the piston dwells at TDC much longer than the burn rate of the fuel can tolerate, and BOOM detonation.
Yanno ,,next it comes to ,,glide vs turbo vs stick transmission,,, what gear ,,what converter,,, but nothing is hardly is as much fun as playing with a motor on a dyno ,, Im lucky enough that my friends shop with one knows i can help him if hes running into a carb situation,, Id buy a dyno now instead of building a car ,,lol
Lower rpm testing on a dyno simulates placing a crazy load on an engine and a good way to break a crank ,,,my pal never loads anything below 4000 unless its a stocker ,,, these guys giving you hell about low rpm are clueless
For sure. Cool that he did it though. Was a good example of what not to do and why.
You think every engine out there CAN generate enough power at low revs to "break a crank"?
No. No they can not.... the engine HAS to get up in the high revs in order to MAKE that amount of power, UNLESS you hit it with a large nitrous shot at low RPM's
lol @ the hulk graph and pulling from 2,800
All cars should have 3000 plus high stall..👍
No, they shouldnt....
Try the 4500 to 4150 vic.jr. not dumb! 1" is dumb