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
