All so confusing, a Holley 950 HP is really not a 950 and so on. So, is a Quick Fuel 950 really a 950? Either way, I guess Keith probably forgets in a day more than I'll ever know. He says a Quick fuel 950 is what I need, I'm thinking I'd be a fool not to follow what he says. No? Barry seems really up on things too, and the Quick Fuel 950 seems to play into his "go big" theory too.

While it's obviously not a huge consideration, I just wish the QF carbs weren't so darn ugly. Red? What the heck were they thinking?**):eek::LOL:

:LOL:

Red blends well with the gas you leak or spill on it. :LOL:

Ron :)

Dimensionally, all the 950's are the same, QFT is a very good carb though, I havent run one, but I know people who have. Their metering is very good, just make sure you buy one thats made for the intended use. (i.e. buy a street carb if its mostly street, drag if its going to be a drag racer)

Its really not that complicated. Racers were taking a 750 and putting an 850 base on it. It wasnt a tough operation, blend the bottom of the venturis to the larger base and machine a small groove for the idle/transition feed. Then most racers cut the choke tower off to boot

Holley and the rest of the companies started packaging that for them, a little marketing math and then adding a double downleg booster, sometimes smoothed throttle shafts and the HP (or Proform too) shaped carb entry, they called it a 950 "adding up all the improvements"

The 1000's are the same creature, just started with an 850. Throttle shafts are worked, HP body, double downleg boosters and they call it a 1000.

However, a 950="worked 750" and a 1000="worked 850"

You will be fine with the 950, and some guys claim they like it better for the speed the air goes by the boosters, plus, the reality is you wont know the difference anyway if you never run a 1000+. I sure wouldnt go any less carb that that though.

If it were me, because of the dual plane intake, I'd buy the street tuned QFT 1050, but like I said the 950 will run fine, its just a little shy.

My427stang,
Is this the one you are talking about?

http://store.summitracing.com/partde...5&autoview=sku

EDITED AFTER ANTHONY's POST

Thats the one, I originally transposed the columns on in my book and though it was a different style.

750 sized venturi and 850 sized plate.

Its a good carb, but as I said earlier, I think QFT has Holley beat in the main circuit metering. They seem to be a little less fussy

I run an HP series 1000+ though and it does well

I think that's the one. Has 1 3/8 venturi (same as 750), and 1 3/4 base plate (same as 850).


http://www.holley.com/data/TechServi...%20Listing.pdf

Thanks Anthony, I went and fixed my post. I misread the columns in my chart, you are correct, thats the standard style 950.

I agree with this formula, however, I subtract 10% for the "$hit my pants factor" which usually keeps me from seeing the top end very often

Ditto on the Proform 950 HP.....runs great out of the box, has lots of extras only found in carbs costing twice as much. Double pumper, Billet base plate and metering blocks, 4 corner idle. I know it works well because I tested it with the Innovative Wide Band set up. Holds correct AFR from off-idle through WOT.

i read the posts on the four card setup. my newly aquired Cobra has the weber four carb setup. the problem is i am the only one i know of that has this in the cobra club that i belong to.

i am having a problem with a flat spot between 1500 and 2000 rpm. i think it is the jets and the emalsion tubes on the 40 DCOE webers that i have on. is there any advice on which i should use? the engine is a 350 chevy.

Yep Holley 4150 HP is the easiest way to feed an FE. I have an older Davinci 950 which is basically the HP series.

Nicholas,

You may get an answer to your problem if you start a new thread, rather than posting the same question for your DCOEs within other unrelated carb threads.

Posts that go off-topic are annoying and get little response from others.



A mate of mine runs a QFT 750 on a 355, happy as a pig in .....