Andy - the carb looks real nice and the new features are very cool. Btw, have you ever done any photography work before? Your pictures are always pro quality. Give it some thought if the engine guru / fabricator thing doesn't work out.

The 950 is a 80805. There are a bunch of new part numbers for the different colors and sizes. There is lots of info on the Holley website.

Thanks. If you visited my shop and saw my photo "studio" you would laugh. A friend of mine is a pro and he showed me a couple of tricks but my setup is very low buck.

Very nice looking carb, thanks for posting!

And agree on the pictures.

They always look "Just like one of Andy's pictures" (great). The trick seems to all be in the eye of the photographer, and patience to get it there. Most of the time I'm lacking in both and just want to get it over with....

Love the looks of the gray http://www.holley.com/data/products/pictures/largegreyUltraHP.jpg

Those venturies are huge , I'll bet that carb flows alot!

Yep, if flows 950 cfm. So it is getting really close to a Dominator in terms of flow. However, I think the bore spacing of the Dominator plus the design of the Dominator's veturi and booster still makes more power.

There are some tricks that Holley used on this carb to improve flow. They smoothed out the booster, used a button head screw on the pump discharge, moved the air bleeds out of the high flow area, etc. Lots of little tweaks here and there that even a high end tuner could not do. Basically these changes required new tooling for new castings.

I like the hard anodized surfaces on the main body
and bowls ... should work well with E-85... heres
the features they post on their site




Holley HP™ Carburetors have been the standard in racing Carburetors for nearly two decades. So how do you make them better? You make them 38% lighter, increase the fuel capacity by 20% and add 30 other new features! They're available in our all–new Hard Core Gray™ hard coat anodized finish with Black™ billet for improved corrosion protection. They're also available in natural tumble–polished aluminum with your choice of Black™ or Red™ metering blocks and base plate. The Aluminum Ultra HP comes in 600, 650, 750, 850, and True 950–CFM.


• 100% Holley – Made in the U.S.A.
• 97% aluminum construction
• 38% weight savings
• 20% more fuel bowl capacity
• 10 new fuel bowl features
• 10 new base plate features
• 6 new metering block features
• 5 new main–body features
• 1 new carburetor...Ultra HP


Features

American Made - Materials and Assembly
Aluminum Construction (saves 4.5 lbs - 38% weight savings)

6061T6 BILLET ALUMINUM METERING BLOCKS

Improved durability, true gasket sealing (sealing surface integrity), bright dipped anodized for good looks and corrosion protection
Fully adjustable (emulsion bleeds, power valve channel restrictors & idle feed restrictors). Power valve channel restrictors now machined lower in metering block for improved fuel delivery to power valve circuit
Accelerator pump channel now internally drilled eliminating need for external plug
Excess material removed for improved fuel capacity
Integrated pry-point assists in disassembly from fuel bowl and mainbody preventing damage to gaskets and gasket surfaces
New snap in place bowl vent whistle makes removal and/or replacement easier

6061T6 BILLET ALUMINUM BASE PLATES

Improved durability, true gasket sealing, bright dipped anodized for good looks and corrosion protection
Elongated (dual pattern) mounting holes allow fitment on intakes with square flange (Holley 4150™ style) or large flange (Holley Dominator® style)
Dedicated race-only throttle lever with all unnecessary street attachment points & tangs removed
950 CFM throttle shaft comes slabbed and undercut for improved airflow
Stainless steel adjustable secondary link. Provides choice of 1:1 or progressive secondary throttle actuation for ultimate control of secondary opening rate
Knurled (hand adjustable) primary and secondary curb idle screws allow for easy idle adjustment without the use of tools
Primary throttle shaft capped to prevent entry of debris & contaminates
Factory machined accessory mounting hole for easy addition of adjustable throttle stop
Throttle body and new secondary pump cam lever designed to provide positive throttle stop on secondary side. Delivers safe & reliable 90° opening and return of throttle plates while ensuring maximum airflow
Baseplate designed with a boss that can be consumer machined for vacuum source

ALL NEW FUEL BOWL DESIGN

Completely redesigned from the ground up for racing
20% more fuel capacity vs. a traditional v-bowl eliminates fuel starvation and provides consistent air/fuel ratios
Internal baffling to help control fuel slosh and minimize float level fluctuations in hard launching or cornering situations
Fuel shelf below the needle and seat to greatly minimize fuel aeration and promote more consistent metering
Fuel trough designed into floor of bowl to route fuel flow directly to the jets and assist in keeping jets covered by fuel
Clear Pyrex® sight windows on both sides of bowls for easy and safe fuel level adjustments
(A) Built in drain plug in front center of bowl provides easy access to empty contents of bowl
(B) Contoured entry provides smooth fuel flow directly to needle & seat
-8AN (o-ringed) inlet threads offer a large variety of plumbing options (come standard with -8AN o-ring to -6AN male adapter and -8AN plug). Can be plumbed from either side
Material added in key areas (needle & seat area, fuel inlet, sight window area) for added strength in the demanding race environment
Note: New lengthened fuel line required due to increased length of bowls (see Holley p/n 34-42, 34-43, 34-44 or Earl’s p/n AT104195ERL, AT104295ERL & AT104286ERL)

UPDATED MAIN BODY DESIGN

Air bleeds moved outward to allow a smoother transition of airflow from the top of the carburetor into the venturii
Integrated idle bypass valve eliminates the need for holes in throttle plates and allows for proper adjustment of idle while maintaining correct throttle plate to transfer slot relationship. H elps maintain good idle control when using radical camshafts.
All unnecessary mounting bosses removed for a smoother, cleaner appearance
Contoured hex head squirter screws for streamlined airflow
Cast in Holley HP logo for easy identification by race sanctioning bodies
Available in 600, 650, 750, 850 and True 950 CFM
Available tumble polished with Red™ or Black™ billet.
Available in all new Hard Core Gray™ hard coat anodized with Black™ billet. First-ever hard coat anodizing on fuel bowls and mainbody - actually penetrates the aluminum for superior corrosion protection.
Adjustable Throttle Stop bracket and WOT Microswitch brackets available

Andy last year i run a tricked out 750 with NOS and put a 950 pro system on and it run 6 hundreds faster and on my 572 i had 950 RUPERT Alc carb he made for my motor and i change it and put a old 1050 Dominator on and the 950 was 3 hundreds faster so i had RUPERT make me a true 1050 Dominator for my motor a lot of people said that it would pick me up 1 or two tenths but i went to 411 and raced Saturday and the track was slick and HOT and my 60.ft was off and my car did pick up 5 hundreds but FRIDAY i going to race at I-40 at the BOUNTY race and SATURDAY and i will see but man i like them 950s i have run so good luck.

I weighed the 950 today as well as my older Holley 1000 HP. The new 950 is 7.0 lbs while the 1000 HP was 11.5 lbs.

A weight reduction of 4.5 lbs off the nose of the car is pretty good. Tunnel ram guys would get a 9 lb weight reduction.

I bought the grey hard anodized 950 Ultra HP for my Dad's Silver State car and it had an accelerator pump issue right out of the box. No squirt. I'm not sure of the details, it was at Bob Lambeck's place and he told me about it. It was having a miserable time on the dyno and he tracked the problem down and repaired it. All is well, and an all around beautiful piece of art.

I had the 950 on the dyno today on top of my 514. She made right at 800 hp. Back to back tests with a Holley 1050 Dominator only picked up a few hp. This 950 ran great right out of the box. I didn't even change the jets. We just set the float level and made some pulls. The AF ratio looked good and the EGTs looked fine so we left it alone.

That's quite the carb spacer there. Custom?

what were the egt readings? couldn't help notice those headers don't have any egt bungs in them.

Yep, spacer is custom. I needed a way to put the 4150 throttle bores on the 4500 bolt pattern. I couldn't find anything that looked like it worked so I made my own.