What's considered "Outlaw"? A 1250 has a 2.125 blade, the QF 1450 has a 2.25 blade, the one below is 2.600 How well any work depends on how the carb and engine are tuned, and what the engine will tolerate without killing too much airspeed.

 

Engine rpm,....cubic inch,..cam and cylinder heads should make the decision.
Charlie booze has run real fast while still using a 4150.
I have dynoed back to back,...but never at the racetrack, because the bigger t-bore always made more power and ran good.

 

I see they have an umbrella at the bottom of that stretched Dominator to get the air speed up...I would imagine with a hole that big it would need some help.

By "Outlaw" I meant maxed out standard bolt pattern.

I was just curious the performance difference between the 2inch Pro Stock legal version and when we switch to the Outlaw one.

 

i just ordered a new pro-systems today, and patrick told me i need to stay with the 2in blades or else, with the 565 and the weight of the car. it would never make it down the track (figure of speach) so i would say weight would also make a difference

 

Calvin, a friend of mine has a Pro Systems (1100-1200) not sure of the exact size but he has only been to the track twice with it and he is looking to sell it, he is wanting to go fuel injection, shoot me a pm if you are interested and I will see how much he wants. My two Braswells are 2.35, if I would have gone with one then I'm sure Braswell would have made it like 2.50 are larger. Mark, it was real hard to pick between BLP and Braswell, that's some fine carb's you have there buddy. Michael

 

No thx...I have the best little carb shop 20 mins from my house.

 

I switched from what I consider a finely Q16-tuned 2.125" bore custom BLP/PRC Dominator to a "Outlaw" style 2.350" bore Q16 carb by Dale Cubic at CFM carbs and I feel I picked up at least 0.040 in ET, which I consider pretty good. The gains would definitely be more if I did not spend as much time tuning on the first carb as I did.

It looks like the bigger bore stuff runs quicker if it is tuned properly to maintain a strong enough signal, which seems to include a pretty large skirt on the boosters.

 

Isn't that the truth...did you see the umbrella on that stretched Dominator? Dale is pretty sharp. He is updating my 2inch bore RS and making me one of the big ones so I can maximize for other venues.

 

Those are not mine, pics are from Mike Laws at BLP. The stretch carb is on the 673 ci Sonny's T/D engine in Mike's dragster, 6.70's with a single carb and no power adders. The skirts on the boosters in that carb are changeable for testing purposes, and are currently smaller than those in the picture.

As far as sizes, there are a lot of things you can do with custom bodies. BLP can get around 2.35 (and maybe a little more) and still look like a Holley casting, with a billet body and standard bolt pattern body up to 2.800!!!

Last, there are things you can do and still keep the signal up. A friend just had BLP do one with .950 skirts, a 2.125 throttle blade and a 1.75 venturi, smaller than a 1.88 1250 venturi but the same blade size. It would probably compare in flow to an 1150 but have a better metering signal.

 

Calvin,
There is No way to give anyone a REAL world YOU’RE car will pick up X amount of ET, MPH & HP switching from a 2” Butterfly carburetor to what you classify as an “Outlaw” larger throttle bore carburetor. There’s no way of knowing over the internet how optimized your current combination is, and then what are you going to compare it to, and how optimized that combination is going to be (i.e. will you be making combinations changes to optimize the larger carburetor).
Dale builds a great piece, but you’re going to tie his hands if you’re requiring him to utilize either a Demon, or Holley casting.
Looking at our B-7395 you can still utilize a standard 5.30” x 5.30” bolt pattern, but that’s pretty much where the similarities stop. The metering circuitry is designed so that it will not uncover the jets like these modified carburetors you’re looking at. Plus the castings are going to be substantially lighter than the cast Holley or Demon or heavy Billet bodies. So it’s really all about how fast you want to go, and what you want to do to get there.

 

Calvin,
There is No way to give anyone a REAL world YOU’RE car will pick up X amount of ET, MPH & HP switching from a 2” Butterfly carburetor to what you classify as an “Outlaw” larger throttle bore carburetor. There’s no way of knowing over the internet how optimized your current combination is, and then what are you going to compare it to, and how optimized that combination is going to be (i.e. will you be making combinations changes to optimize the larger carburetor).
Dale builds a great piece, but you’re going to tie his hands if you’re requiring him to utilize either a Demon, or Holley casting.
Looking at our B-7395 you can still utilize a standard 5.38” x 5.38” bolt pattern, but that’s pretty much where the similarities stop. The metering circuitry is designed so that it will not uncover the jets like these modified carburetors you’re looking at. Plus the castings are going to be substantially lighter than the cast Holley or Demon or heavy Billet bodies. So it’s really all about how fast you want to go, and what you want to do to get there.

Sorry about that, I brain farted... The bolt pattern is 5.38" x 5.38" and these carburetors will work with that or a 5.50" x 5.50" bolt pattern. They're available with throttle bores up to 2.50" diameter which will easily feed most single 4bbl engines out there today.

 

Sorry...yes there is a way. It is called back to back testing at the track.

Sorry...yes there is a way. I know my combination is optimized to use the bigger carb or I wouldn't have asked the question.

Sorry...tie his hands...fuck off asshole. It is what I have to work with. You call him up and tell him his hands are tied every time he builds a Holley carb.

Sorry...I didn't asked does someone had a lighter carb than a RS Demon.

You're as bad as the ProSystems porn representative that is in every carb thread.

My .02 for the puke out the side of your mouth.

 

Sorry...yes there is a way. It is called back to back testing at the track.

Sorry...yes there is a way. I know my combination is optimized to use the bigger carb or I wouldn't have asked the question.

Sorry...tie his hands...fuck off asshole. It is what I have to work with. You call him up and tell him his hands are tied every time he builds a Holley carb.

Sorry...I didn't asked does someone had a lighter carb than a RS Demon.

You're as bad as the ProSystems porn representative that is in every carb thread.

My .02 for the puke out the side of your mouth.

Calvin,

Let’s see if I can comment your statements here… Of course back to back testing is the ONLY way to know what a change is going to do on YOUR combination. You asked:

Has anyone ever done back to back testing between a 2inch throttle bore and an "Outlaw" no restriction Dominator? This of course would be a N/A application. Just looking to see an approximate et reduction.

Since you know you’re combination is optimized why would you even need to ask the question? But more importantly what size carburetor is it “optimized” for? Will all combinations use the same “Outlaw” carburetor as you call it?

You NEVER mentioned that you wanted to know how fast you could go working on what you currently had… You said specifically….

By "Outlaw" I meant maxed out standard bolt pattern.

I was just curious the performance difference between the 2inch Pro Stock legal version and when we switch to the Outlaw one.

And yes you’re tying Dale’s hands… It would be the same things as taking a set of CI GM cylinder heads to (insert name of whatever porter you’d like here) and asking him to make them the best thing since sliced bread you can only do what you can do. When Dale was working with some of the Mountain Motor Pro-Stock guys did he start with a Holley® casting? No he started off with our castings because he wanted to actually be competitive.

And no you did not ask anything about weight, was just pointing it out as the difference of weight that far above your crank centerline, and CG can have a huge affect on performance.

Best of luck to you and your combination.

 

Have done a back to back on the dyno...

850 4150 vs big dominator..10,000 RPM SB2...
15 hp difference at best.

Both Book carbs for Comp Eliminator

 

A bit harsh? Calvin, there is no way anyone can say for sure with the lack of info on your setup what you might expect. May be two or three hundredths, may be a tenth or a little more. It might slow down. I've run a 1250 on my SB2 and it was faster than any of the smaller Dominators I tried by almost a tenth. At some point I may try something bigger, but for bracket racing it's not as important to make small gains. Finding what size will work best, well as you said back to back testing will tell you that. While Braswell make a quality carb that has won plenty of Pro Stock races, it is not the only one to do so. Doug's job is to sell Braswell Carbs and that's OK, just like Book, Cubic, BLP, APD, Quick Fuel and others do. The fastest carb for you will be the one that supplies the least restriction while still metering the correct amount of fuel in the range and conditions you run in, and atomize the fuel small enough for the requirements of your engine without being too small. You can have two identical sized carbs, and one be faster than the other. Changes in boosters, passage sizes, emulsion, and bleeds can make one different than the other. With the right stuff you can do it with a Braswell carb, a Quick Fuel carb, a Demon carb, or a Holley or Billet Holley style carb. With the wrong stuff any one of them will fail.

So what is it going on?

 

A bit harsh? Calvin, there is no way anyone can say for sure with the lack of info on your setup what you might expect. May be two or three hundredths, may be a tenth or a little more. It might slow down. I've run a 1250 on my SB2 and it was faster than any of the smaller Dominators I tried by almost a tenth. At some point I may try something bigger, but for bracket racing it's not as important to make small gains. Finding what size will work best, well as you said back to back testing will tell you that. While Braswell make a quality carb that has won plenty of Pro Stock races, it is not the only one to do so. Doug's job is to sell Braswell Carbs and that's OK, just like Book, Cubic, BLP, APD, Quick Fuel and others do. The fastest carb for you will be the one that supplies the least restriction while still metering the correct amount of fuel in the range and conditions you run in, and atomize the fuel small enough for the requirements of your engine without being too small. You can have two identical sized carbs, and one be faster than the other. Changes in boosters, passage sizes, emulsion, and bleeds can make one different than the other. With the right stuff you can do it with a Braswell carb, a Quick Fuel carb, a Demon carb, or a Holley or Billet Holley style carb. With the wrong stuff any one of them will fail.

So what is it going on?

Well said Mark... It may be possible if working with a specific builder that knows how the original carburetor is calibrated, to give you an idea of how much of a gain potential there is, but you're still leaving it up to not knowing how well the tuning is optimized unless they are making the at track calls as well.

 

If I would have wanted your Sales pitch I would have called. My post was understood by those who weren't trying to advertise "their" carbs.

 

If I would have wanted your Sales pitch I would have called. My post was understood by those who weren't trying to advertise "their" carbs.

As I said best of luck to you in whatever you choose to do, wasn't trying to sell YOU anything at all, just explaining some of the options out there.

 

yeah we had 2.

both were 2.06 x2.4

with a shear plate with just the 4 throttle bore size holes it had no vaccum source . I thought it may have been better to have the source of vaccum from inside the throttle bore. not all guys would run an open spacer or a braswell shearplate/ spacer that may have a provision . but i think they dont either.

 

Braswell does make some really nice stuff for sure. On a side note I had a Bob Book carb with 2.19 throttles that was worth 12 HP over any of the 2.0" throttle stuff I had at the time.