Yellow Bullet Forums banner

Reaction score
0

Profile posts Latest activity Discussions About

  • dino17 ·
    The banjo has a 1.000 skirt # 5116-1.000 with # 5104-10 center. When i talked to Mark @ BLP, i had an odd feeling these 1250's are just to big for a conventional head 632 with the 385's. with the junk manifold. I just went back to the SV632. The low end torque was pretty violent pulling the wheels 2 ' up of which i think contributed to the lower frame rails snapping. Going from 7.45's to 8.20's with the TR and 2 1250's just killed everything. When he mentioned about the short runner TR with this set up. It will not work period. He was right. Will these centers work with the QF 5 E blocks?. Thank You
    jmarkaudio ·
    Do your 1250's have skirts at the bottom of the booster banjo's? If so can you measure the OD on them? I get the QF bodies bare, and the shaft kits, boosters, and booster banjos all separate, so I can put them together or send them for you to assemble. I'm also working on getting a coating similar to the QF coating like the 1250 I did below.

    sc3515 ·
    oh yea a 14-71 with a big and ugly! the bump in Columbus last week was 6.61 so were going to have to come out swingin, and yeah its long haha it makes the super comp car look like a jr dragser
    jmarkaudio ·
    I like the new QF bodies, I have a 1050/1.73 venturi QF bodied carb I put together to do some testing with (pictured below), we did flow bench testing but on the car got put on hold with everything going on. I also had a 2.300 QF body I bought to ship to someone in Canada, it looked really good as well. I expect they will do really well, there are a couple qualities I like better and the finish is much nicer than Holley.

    jmarkaudio ·
    We've has it on a pump gas 540 and it goes from idle to WOT cleanly, so I expect it will work fine as a 2 circuit. As far as Pascals engine, 1450's should work fine, but with two carbs that large having an intermediate circuit available might be work having, use it only if needed though. Most that do need it usually use way to much.


    I'm doing better, just going to take time. I figure I'll be able to race again by the end of they year. In the mean time I'll finish my SB2 and get it dyno'ed have it ready for next year.
    jmarkaudio ·
    The QF blocks will probably be OK with normal gas, on Q16 you may run into an issue if it's for the 632. It's one of those things that you have to try, if you jet up and and can't get it to slow down then you have an issue. They use a standard 3 circuit gaskets.

    Almost everything I do is 2 circuit, they respond to changes they way they are supposed to and I have no issue getting enough fuel for a smooth fuel curve through them without the intermediate. The rare occasion I would build a 3 circuit carb is a very large one, and usually a big one on a smaller motor or a nitrous engine. BLP has wide body blocks that I use exclusively in that case. But to give you an example I've run 2 circuit 1250's both on gas and E85 on my 23˚ head 427 SBC that makes around 650 HP with no issue. I'll put the 2.400 body carb on my SB2 when it goes to the dyno, and will start with the intermediate circuit plugged.
    1Fast_Monza ·
    Pro Systems ended up having me send back the smaller SV1 when I was at 109 jet, and not moving enough air. They sent me the bigger one 115/100 and I ended up 95Sq on jetts and 27 HS. I did have a issue loading up in the burnout box but that was fixed by plugging a passageway in the main body. I then promptly burned the band in the trans. which is one of the original TSI 5000 built in 93. I ordered a FTI built PG that is shipping on Monday so hopefully can get some good numbers laid down.
    jmarkaudio ·
    That carb has a 2.400 throttle blade, 2.100 Venturi, and a 1.050 skirt on booster banjo's. There is a lot of work in the boosters, the same setup with standard Holley booster and Holley 1.045 skirted banjos flow 100 CFM less than mine and a 30% lower booster signal! I have yet to have any track time with it, had no time with it before the challenge and with the distribution issues the top I made for the Dart Box Ram created gave me no real data to work with from the carb challenge. We are going to try it on a pump gas 540 this weekend to try to get it dialed in closer. I don't expect it to be best for the 540 but it will give us some data to start with. It does idle well and go from idle to WOT clean, just need to get a range for jetting to be able to try it on bigger fish. My SB2 is going back together, it ran fastest before with a 1250 over smaller carbs, I'll try it on that as well.

    I only know Pascal from DRR, seems to be very sharp and offers a lot of help to others there.
    dino17 ·
    Ryan, I'm running a 4.30 with the D2A tire from Goodyear. The 34.5's are some serious tires. Honestly the 33's should be in order for your combo and work well.
    Most of the guys i race with that have pipe racks stick with the 33/33.5 tire.
    On the hit, @4800,Shift at 7400, trap it @ 7100. You have a good combo there
    it should run like a Swiss watch. with very low maintenance. Sam
    rosco15 ·
    I'm not real up on these numbers D20A. I see Hoosier sells a 33" tall tire for my 16" rim. http://www.summitracing.com/parts/HOO-18500/

    Do you think that would put me more inthe ball park. I see your car seems to hit the tires hard. A good bit faster than I'm Looking to get my feet wet with. What gear ratio are you running. Thanks for the input. Ryan
    1Fast_Monza ·
    The intake not sealing was probably not helping up high but power should have been better. I really did pull the intake out of the box and bolt it on though. My buddy was feeling good since his Schmidt 602 dynoed 1073 on their dyno. Pisses me off! LOL
    1Fast_Monza ·
    Yes, I got it on the Dyno Monday. It did 1011 with the Alt belt on and the intake not fully sealed. We did not realize that until later when I pulled it off to port match the intake this week. It turns out the intake bolts that I used were a hair too long and the were bottoming out right at the intake. They appeared tight but were not applying any clamping pressure. I had four 1 3/4" bolts in the middle and they were the only ones really tight. You probably made the right choice with the carb, NOT IMPRESSED with the SV1. I chased A/F all day. The dyno was an old water brake style and the way he was measuring air fuel was through the reg and the CFM of air. At the end of the day we had it pulling all the way up but power was down. It was rich down low and would start going lean about 7000. It did make a good avg HP though from 5400-7400 was 981. I think I am going to either have Patrick build me a Dominator instead of this or send my 1250 to APD.
    dino17 ·
    What i did was set the intake in place with the 1275 gasket and i milled the external top part of the runner on an angle so it would fit under the lip and sit on the heads flat. i ment to say .060 to .080 thou. Give me your email and i'll get to the shop and take a picture. Mine is [email protected]
    Sam
    1Fast_Monza ·
    Do you have a pic of what you milled off on the intake to fit on the heads? I was thinking about it and I do have that ridge on the heads, just not noticeable with the valve covers on. My motor is sitting on the dyno so I need to be able to make this happen then. You said in your post you took off 0.80, that seems like alot 8/10th of a in?
    1Fast_Monza ·
    Yes the SV1 is Q16 and I have a QFX 1250 that was set up for my friends Steve Schmidt 605 on Q to try a back to back test on. It should be interesting to see how they do against each other on the dyno. My intake will be here tomorrow but I have to wait until Monday to go back to the dyno.
    Pascal ·
    wow are you kidding me!!!!!! I guess not really surprising from them and what I have heard about them!!!
  • Loading…
  • Loading…
  • Loading…
Top