:gfight:

Someone still has sand in his vagina.

Interesting...that's where we are going to Dyno my 572,s! The Quick Fuel Dominators finally arrived yesterday...nice looking stuff...worth the wait!

540 came off the dyno the other day, 640hp 650tq, peak flow was just under 900cfm, has 950 carb on it.

What was the vac reading (ie: the measurement of restriction) just under the carb during the dyno test? That means more than what the carb is rated at.

Glad this thread is back on track! :cool-smiley-011: Serious....cuz Im getting SERIOUS! I feel my 10.5 : 1 big cammed 572,s will "need" the 1050's??...Guess it doesn't matter...its what I got! SO, SO close to hitting the Dyno!

How do you get that? Add a spacer tapped for a fitting?

Drill and tap the carb

Most carb baseplates have a manifold vacuum port, so check before you drill.

I don't have the sheet, it's my buddies build. Only information I received was that it made 640hp @ 5700, 650tq, and that the cfm was 890 something. I could find out, but probably not quickly.

Question. If dyno air turbine says the engine consumed "900CFM", does that mean a 900CFM carb is perfect? If a carb is tested to flow 900CFM DRY, at 1.5" of vacuum, what does it flow WET, with say, 0" of vacuum? Is there anything more to a carb providing better engine output, other than its CFM rating? Does fuel atomization change anything? Does temperature change with the pressure drop across a carb (anyone remember carb icing problems in above freezing weather)?

I've heard several experts tell me, their dyno shows the engine consumed xxx cfm, so a larger carb would be a waste of money. In my opinion, without physically swapping the carb, and doing a test with another carb, the rest is just theories. Can you make big numbers with a smaller carb? absolutely. Still doesnt mean its the best carb for the engine.