Best option is forced induction in a larger hull ;-) But we have already chatted about that!

Your builds going to be perfect for this summer. I would recommend giving Norm a call at least, maybe fill out his online form first. If you like chatting with him next step is decide how much power increase would make you buy a set? 20+hp a side is well worth the cost IMO. You can easily sell your carbs for good money, plus your reliability stays the same.

It definitely be worth the test to try each carb, especially if Norm is willing to do that free of charge. I'd be trying both carbs, see what happens, then make a decision. Its a no lose situation.

Which model dominator did you get Rob? Not all dominators are the same. Just booster design can have a huge impact in the carb's performance. An Annular high gain style booster, can make much better torque down low, and sometimes better top end HP, then a down leg.

Exactly, a no lose proposition, 1 of 3 results, modern dom beats it, they are same, 4150 beats it but by how much? Like i said though, my 548 ISNT the first motor in the 600 to 850 hp range that one of his 4150's has walked away from a dominator, we can theorize, guess, tell our opinions, talk about our favorite carb but in the end having a high end carb builder bring his carb to dyno then personally tune it, goes from a discussion to real world. I would love to see this happen!!

Looks like the valvetrain was starting to fuss around 5500 on the dyno. I'd have to see the airflow #'s to pretty much confirm this.

Does he have the Daytona Sensor's ignition box also ? I forget.

Yes. We played around with the idle timing quite a bit, and got it pretty much where it seems happiest.

For sure. That be an awesome test. As was yours . The more testing we do, the more we learn. For years and years, I kept hearing about how roots blowers make intake air temps of 200 plus degrees, and intercoolers on them make it soo much cooler , but nobody ever had any actual intake air temp readings to back it up when you asked them. Not even some of the blower companies or intercooler companies. Then we go and start putting intake air temp gauges in our intake manifolds, and find out that a 10-71 setup with no intercooler, isn't even barely at 140 degrees in the intake at 6000rpm in the boat. And that with a intercooler, the iat temps on the roots were as low or comparable to a intercooled centrifugal setup in some other boats.

Most of the stuff I've dealt with tinkering, has mainly been supercharged marine stuff. I have a question regarding the N/A stuff, and carb/intake relationship.

I see alot of guys here stick to 4150 intake setups. Its typical they add 2" of carb spacer to the manifold, and pick up power. How come nobody runs an intake like a Profiler, that pretty much has a built in spacer in it? Seems like most respond favorably to more plenum volume. Seems like when you get into the 540, 572, 598 ci , 6000rpm big blocks, especially ones with higher static compression, proper cam, good heads, good exhaust, all netting a good volumetric efficiency , the CFM requirement is up there, in the 1000-1100 range.

It be cool to see how a 572 like Rob's, does with a 1050 dominator, 1170cfm custom 4150 from Norm, then bolt on say, an out of the box 850 carb. Seems like in the racing world , when the big cube big block chevy's start getting into the 700+hp range, most builders go for the 4500 series carb, unless they are class limited to a 4150. Most of the guys over on speedtalk claim they have seen the dominator almost always beat out the 4150 carbs at that level when dyno testing . But, they also aren't running a 4150 that flows 1170cfm from a guy like Norm.

If we took norms carb out of the equation , it seems like Tims 4150 quick fuel thats rated at 1050cfm, was comparable in power to the 1050 dominator it was tested against. On a 650ish hp engine combo with those carbs. It be interesting to see what would happen, if those carbs were bolted on a setup making say, in the 750hp range. Im sure if we bolted them on a combo thats making in the 500hp range, it be a no brainer the 4150 would likely be the winner.

I posted this a while back in another thread. Figured it might be relevent to this discussion

I would love to see tims QF1050 on a 750, 850, 950 hp motor against a 1050 dom, if they both made 654/655 hp on my 548, they both flow 1050 cfm at same flow standard is there any reason the equal flowing dominator other than looking cool should out perform it anywhere?

And this would help the carburetor tuning for sure.

The more dialed in you can get the ign, the more dialed in you can get the carb.