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I purchased a Dambest billet 4500 carburetor and noticed the boosters are only epoxied in place, they are not supported as in a traditional holley and secured with stake pins. I thought they were at least swedged. The carb came with two different jet sizes in the primary side (so much for his accurate wet bench). To make matters worse, the linkage was binding. The secondary linkage would not close properly after the burnout. After close examination, I could see the throttle arms were not welded perpendicular to the throttle shafts ( he makes his own linkage). When I contacted this company on the issues I found, he was very confrontational and hung up on me. Once the linkage issue was fixed ( I purchased an external linkage kit from blp), the carb always ran a tenth slower than my old 8896. Be very careful when dealing with this company, the service after the sale, is non-existent. Go to the website, and read about the returns policy.. 50% of the purchase price is intellectual property.. For the amount of money I paid for this carburetor, I expected quality.
Buyer beware.
 

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I am sorry it took so long to respond to this sniper attack. Why do I say sniper attack, when someone is hiding behind a log in name to shoot at someone in plan view, that is a sniper! If someone has real integrity, they would use their real name. Then both are exposed to the truth. And future venders, as well as past venders would know they are dealing with.
I will separate each of the topics to make it easier to fully inform all who choose to be informed. I will follow up soon with pictures for this site. If you the reader wants to see linkage brackets or carb pictures before then, you will find them at our website.

I purchased a Dambest billet 4500 carburetor and noticed the boosters are only epoxied in place, they are not supported as in a traditional holley and secured with stake pins. I thought they were at least swedged.

First I must remind the reader, dambest is a complete manufacture of it's own brand. It is not a copy of any other product. Coping would mean that are not a leader! With that said,, Our patented design has the venturi above the booster. This insures that all the air going into the venturi must go over the booster, not around it, like in all other designs where the booster is above the venture (Old Science). To put the booster in this location and make the venturi surfaces as smooth as possible there had to be many manufacturing processes brought in from aerospace. The booster banjo is laser welded Stainless Steel. This also has the largest I.D. size in the industry (.250). The staked Holley I.D. is only (140). Limiting it's ability to move the amount of fuel we do through the main booster. The stainless we use is so hard swedging, it would be impossible. So back to aerospace we go again. I am sure you have heard of super glues, well in aerospace there are super epoxies. Once this epoxy has dried, it would be easier to remove a swedged booster than these. It has been used in thousands of carburetors, with only one booster being found with this epoxy not properly cured.

The carb came with two different jet sizes in the primary side (so much for his accurate wet bench).

I can only explain the process, I did not see this.
I buy jets in bulk, 20 or more at a time. They go into numbered jet bins until needed. I try to look at each jet for numbering and quality before using. Each carb is wet flowed. There are many things checked at this time; needle and seats, float level, squinters, idle fuel, transfer slot fuel and also incremental main booster fuel delivery. There is a small acceptable window for each fuel type. Q16 is different than C16 for example. Most setups are repeated setups, so multiple jet changes are not needed to bring into range, they are the same used as the previous. That is the jet to wet flow process.

To make matters worse, the linkage was binding. The secondary linkage would not close properly after the burnout.

There can be several normal reasons for this. Depending on fuel used, many of the VP style fuels have no lubricating qualities in them, most people know this. So I grease the shafts and accelerator pump arm with a special grease, once this has been removed by the fuel, you may need to use WD40 to lube this parts until broken in. (That has been a part of what we discuss with every customer during initial discussion. We offer a roller bearing option for those do nit want to worry about this. Another reason we see is the linkage get bent, whether in shipping or by the customer. Easily straightened or replaced.

After close examination, I could see the throttle arms were not welded perpendicular to the throttle shafts ( he makes his own linkage).

He is correct, our shafts are our own design, as our complete carburetor is. The end of the shaft is inline with the butterfly angle and bracket is inline with the idle stop and full throttle stop where it should be. Our brackets are also from the areospace industry, they are lasor cut stainless steel. The shafts are also stainless steel. With both stainless steel, they should have very long service life.

When I contacted this company on the issues I found, he was very confrontational and hung up on me.

When I read this, I asked myself,,, in 47 years of business how many time have I hung the phone up on someone, even when they were frustrated. The answer to myself was less than 6. I understand frustration and inpatients, so by itself it is not enough to cause me to hang up the phone. Some people just need learn some normal manners,.

Once the linkage issue was fixed ( I purchased an external linkage kit from blp),

The BLP linkage is smaller in diameter than ours, and is made to fit Holley based carbs. Which means, the shaft is higher in the carb than ours. And Idle stop is also not in the same place. Ours is on center with shaft, theirs is not. You can easily see these differences.

the carb always ran a tenth slower than my old 8896.

Having lost his ability to receive phone help, I can understand his race track struggle. Our carbs need much less fuel pressure to go down the track. So if he used normal pressure, it simply over fueled itself on the starting line.
He did tell someone who was interested in buying the carburetor it made 40HP more on the dyno.I still have the email from that person.

Be very careful when dealing with this company, the service after the sale, is non-existent. Go to the website, and read about the returns policy.. 50% of the purchase price is intellectual property.. For the amount of money I paid for this carburetor, I expected quality.
Buyer beware.

To this I say; we put our policy in print so you can read it. We post hundreds of pictures on our website, in our Facebook page and in our news letters. Also most everyone calls these carbs metal art work! I sure believe that!
If Rum Runner was not a snipper or bully at heart, he would get better vendor support. Coming out of the dark, would let all people judge his behavior too! I give away thousands of hours each year in helping customers. I do not need to say this if have been with dambest. Yes I do charge for time, when you are not the original purchaser of the carb, that is only fare.
Regards,
John Satterfield
 

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Great reply by the vendor. He did not attack the op, he cafefully explained everything fairly thoroughly. If I was in the market for a new carb, I would definitely give him a call to check out what he offers. Fantastic first post op !!!!!!!!!!!!
 

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When is the last time anybody actually saw a Dambest carb at any track in any class? Does not mean they are not great, but they are not very popular. Is it a price thing or just that there are cheaper alternatives that are just as good? Book, DaVinci, CFM, APD, AED, BLP, Pro Systems, Ken Jones all use a Holley based main body for the majority of the hundreds of new carbs built every year. Must be a reason why. Anyone use Dambest on a competition Eliminator engine or a Pro Stock Engine? How much does a Dambest Dominator style carb cost?
 

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I would like to respond this too.

When is the last time anybody actually saw a Dambest carb at any track in any class? Does not mean they are not great, but they are not very popular. Is it a price thing or just that there are cheaper alternatives that are just as good? Book, DaVinci, CFM, APD, AED, BLP, Pro Systems, Ken Jones all use a Holley based main body for the majority of the hundreds of new carbs built every year. Must be a reason why. Anyone use Dambeston a competition Eliminator engine or a Pro Stock Engine? How much does a Dambest Dominator style carb cost?

Here are the classes that dAMBEST customers have set records in NHRA ;
Pro Stock
A/DA, A/ED, B/ED, C/ED, D/ED, F/ED, B/A, C/A, D/A, I/A, A/AA, C/AA, D/AA, E/AA, G/AA, I/AA, A/EA, B/EA, C/EA, D/EA, A/SR, B/SR, C/SM, G/SM, E/SM, C/T, A/SMA, B/SMA, C/SMA, I/SMA, PST/A, C/TA

In NASCAR, I leased carbs to most of the teams for four or five years, until I was seriously injured in a sports related accident. (That was covered by Area Auto Racing) http://www.dambest.com/aarn1.html

Big Block Mark is correct, there are many people doing their version of the Holley. We do outstanding Holley do over’s too ! One that is at top of Comp Qualifying regularly is Joe Canasciale’s I/SMA.

As for news about dambest, we have putting out a weekly new letter since February 2006. This has a highlight or two each week. I now use FB to put out daily news, because then I am now spamming people with news letters.

dambest is in many forms of racing around the world, so reaching everyone is a challenge ! The last two years, bringing the manufacturing in house has keep me super busy !!!! But necessary to give quicker deliveries.

Prices for most carbs are here; http://www.dambest.com/carbs/index.html

I hope this answers some more important questions you may have.
John Satterfield
 

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This buyer beware call is bullshit. John's carbs are BADASS. I have fought problems with everybody elses carbs through the years and Dambest carbs has cured all the problems. They haul ass, BUT you have to know how to tune an engine to get the most out of them. They rock!
 

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Are these carbs in the same class as BLP and Braswell? Little better, little worse, or a matter of opinion? I have a large Braswell and I'm happy with it but I wouldn't recommend it to someone who wants to bolt it on and run. The larger carbs are tougher to signal and need time spent on them tuning them. Sounds like that is the complaint with the Dam best as well.
 

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Are these carbs in the same class as BLP and Braswell
Q1) When we are modifying a Holley , because rule say only Holley are legal, We do very well. In Comp, Joe Carnasciale’s I/SMA is regularly near the top of qualifying using his modified Holley’s.
? Little better, little worse, or a matter of opinion?
Q2) We have six patents, and countless other performance advantages to draw from, like our Pro Stock Metering Block; http://dambest.com/catalog/product_info.php?cPath=28_37&products_id=80 ,, That are stand alone performance gains that separate us from the rest.
Our billet series are complete stand alone technology. With our patents http://www.dambest.com/engineer.html#IP
Such as 251 and 663,, they are like no other !
I have a large Braswell and I'm happy with it but I wouldn't recommend it to someone who wants to bolt it on and run. The larger carbs are tougher to signal and need time spent on them tuning them. Sounds like that is the complaint with the Dam best as well.
Q3) No we do not have this problem. On my FB page I answer question too. I recently did a video to show the booster signal gain from our current housing alone is about 80% over past technology. If you have to follow their changes, you would see, they are trying to follow as much of what we are doing as they can. Our newest metering blocks can lower the jet size by another 15 sizes if I need the extra signal. I think my most recent 2.400’s had a .118 jet, with a .046 high speed air bleed. ( and they are only two circuit like all our carbs are ! )
 

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Discussion Starter #14

Hello John,
Sorry for the delay, my name is Daniel Pena and I am writing you from Chicago, IL. I attended your week long carburetor class back in the fall in 2007. I also purchased two drag race carburetors directly from you ( 1 billet 4500 2” throttle bore & 1 billet methanol 4150 1.585 / 1.750 skirted booster). My original post was not intended to be a cyber attack, just wanted to share my experience in dealing with your company. So lets start clarifying some things…

I agree with you, I should have never stated anything about the manner in which you fasten the boosters in your 4500’s. Your carbs are unique and I should have not expected traditional holley methods.. But, the booster banjos you installed are not stainless, but rather modified holley banjos.

The 4500 throttle linkage issue… After I received the carb back from you for the second time to correct this issue, the linkage would still bind. The throttle was checked right out of the box, not mounted on the intake and no fuel. As previously mentioned the arms were not welded on perpendicular to the throttle shafts, causing the linkage to bind. I wasn’t even going to mention the accelerator pump levers that are cracked because you had to bend them so far to make them work with your linkage. Anyhow, the solution was a new external linkage kit from BLP. The same system you used on all your early 4500’s, problem solved, no more issues, but I had to add $180 to initial carb cost of $1899. Contrary to your statement, the dia of the shafts is the same, perhaps your newer models are different.

This particular carb was always a tenth slower than my standard 8896. You are incorrect in stating that I was running too much fuel pressure. Six pounds of fuel pressure with .110” needles and seats you installed, does not “overfuel” an engine. My engine is not perfect, but your jetting wasn’t even close, so your wet bench calibration was not effective.

Let us now move on to the methanol 4150 big billet w/ skirted booster…. It arrived with a .110” and a .150” primary main jet, and a power valve in the primary and secondary metering blocks. If my carb was indeed wet flow tested, why was the primary jet size error not caught? There is a significant difference in flow rates between these two jets sizes, so once again, so much for your wet flow bench accuracy. I never understood why you installed a power valve on the secondary side of the carb in a drag race application? You know better than that. Not to mention I had to send it back after one day on the dyno because the “aerospace” epoxy did not hold up. I’d also like to mention the rear jets, consisted of short “H” series BLP jets with a brake line pressed on as the jet extensions. At the time, the price for that carb was $1599, I expected better…

On your website, you state that each carburetor is serialized, and a sheet detailing the build is on file. Unfortunately, my billet 4150 has no serial number. I contacted you earlier this year to double check the size of the main/idle air bleeds, but you did not remember, nor would you offer any additional assistance.

John, I am glad you brought up the subject of hiding. You knew exactly who I was by my username. You even state in your response that you have an email from me, claiming that your carb made 40 more horsepower? I would have been really happy, if that was true. I never sent you an e-mail stating that, but since you still have it, please post it. Both your carbs never made more horsepower, or ran faster down the track. I did test your methanol billet 4150 against a BLP methanol 950, and both made the same power on the dyno. The difference was the BLP carb, did it straight out of the box, while yours required a significant amount of tuning.

While we are still on the subject of hiding… Help the racing community understand how someone with such a superior product, one that is so innovative, several patents, cutting edge, decide not to compete in either the 2011 or 2012 BLP Carb Shootout? What better way to show how much superior your carbs are in such a controlled / professional environment? I’ll leave that one, for everyone reading this to interpret on their own. Kudos to all that did compete, and put their reputation on the line, they all came out winners. Please John, spare me the sermon on dyno carbs vs race carbs…. I know we don’t race dynos nor wet benches for that matter. Any of the participants could have made that same argument, but they showed up, and let their product do the talking.

I believe you do have some good ideas, and have a lot of knowledge on carburetion, unfortunately the workmanship, and customer service I received after the sale was extremely poor (understatement). Not to mention all of the excuses and lack of accountability.

I will not comment on the topic of integrity / manners, there is already enough negative material in regards to your character on the web. I will only comment on the facts.

Lastly, something a future customer may have not thought of, and unfortunately may learn the hard way…. If for some reason Mr. Satterfield starts foaming at the mouth, because you want to change the jetting on one of his carbs, and he decides to no longer help you, you are then on your own. The other more popular carb modifiers that I spoke to, do not want to take in his carburetors, because they are indeed “unique”. It may be a much better investment to purchase a modified conventional holley(s) and keep your options open with the ability to send it to a different company if the need arises.

Best Regards,
Daniel
 

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Dan, thanks for coming out of the dark.
You are right, the email was not about your carb. Now that I know who Rum Runner is ! Your purchases were near nine years ago, I have had over one thousand customers since then. And there have been over thirty upgrades since then too. Stainless boosters and aerospace epoxy included.
The email gave no previous owners name. As it turns out, just a customer looking to buy a previously owned carb. ( Now I know how long ago your purchases were. Which the ordinal owner shared with him the rest of the performance info. I agree with Dan on one thing, if new technology is not your thing, staying with 65 year old carb technology is good enough for you, our Billet series may not be for you. If you open to learn how to receive the advantages of this technology, I have CD's, DVD's and time for you.
Regards,
John
 

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Discussion Starter #17

John,
I was primarily interested in hearing why you were absent from the BLP Carb shootouts. It speaks volumes about your product, the lack of confidence you have to compete against "65 year old technology".

You are correct, I did purchase these carburetors quite some time ago. My last purchase was in 2009, 7 years ago. I must commend you, you are consistent in the fact, that your data is always skewed.
Thank you for responding, even if it contained no clarification. It did however, serve as a great example to all reading, on how you avoid answering questions, and lack accountability. I see nothing has changed.
Once again, my message is the same …. Research all options prior to investing hard earned money with this company.
Best Regards,
Daniel
 

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Dan,
7 or 9 ,, what is the difference? It just means I did no go back in my records,, I just relied on your response for my info.

I did not go to BLP's shoot out because I did not have the time, nor do I want to educate the competition to the different tuning systems I use. I did then, and I do now , just beat them at the race track.

I fell sorry for you! And I am sure many others do too !

John
 

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Discussion Starter #19

Hello John,
I am not going to explain the difference between the numbers 7 and 9… Sadly this confirms why my carburetor was shipped with two different size primary jets.
You did not rely on my response for the 9 year figure, please re-read previous posts (another great example of skewed data).
Your statement about not going to the BLP Shootout, to avoid educating the competition, and that you simply beat them at the racetrack, sounded great. Unfortunately, the jury is still out on that one. The experience I have had with two of your carburetors, has proven otherwise. I found the part about educating the competition, very condescending to the participants. You make some bold statements, and when the time comes to prove it, you are no where to be found.
I am glad you validated the issues I stated initially, by creating the upgrades.

In your best interest, I feel we should end it here.. My point has been made. Your responses have clearly supported my claims on your poor customer service. I invested in your company, by attending your week long class and purchasing two carburetors ($4000 total). When I called you for help, you were confrontational, and hung up on me the last time we spoke, so much for " half the purchase price is for the service we provide," as stated on your website. Apparently, you did not “fell” that sorry for me.
Good Luck,
Daniel
 

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It's kinda a mute issue for 95% of racers as they are more expensive than that 95% will pay for even if they are what they are supposed to be. Like $400 clear plastic BBC valve covers. They look really good, but hardly anyone will pay that for them
 
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