Looks great. Holley added a ton of new features to this new line of carbs. There are so many new features I'm not going to bother trying to list them all. I like the AN fittings for the bowl and the dual bolt pattern. Adjustable throttle linkage is also cool as is the idle air bypass. Not sure about the bowl drain but I'll try it and see if I like it. The double sight glasses are a nice touch.

I'll get this carb on the dyno in the next few days and see how she compares to a Dominator. My guess is that this one will make pretty good power on my 514 motor. This is the biggest 4150 that I've ever seen. There is almost no venturi shape at all, it is almost a straight shot right down the throttle bores.

Have you dyno'd the motor with the older stock 950, be interesting to see the difference.
Mick

I gather this is not a "one size fits all" right?
But maybe the throttle bores are a true bigger size then current bores and some real flow numbers can be had. If it is truly a much better design than maybe some custom carb shops will use it as the baseline piece to make their 1000 CFM and above units.
I can't wait to hear what CFMs you find under its belly.

Andy,Thanks for doing the "leg work" on the NEW...and IMPROVED 950HP!!! I'll be shopping for a Holley this winter,for my 440 GTX...so this info will be of great interest to me! Can't wait to hear the results! Thanks,again! Randy B.

I don't think I'll bother doing a comparison with the Holley 950 HP. The 950 HP was a 1.375 venturi which is actually a fairly small carb. This new 950 is a 1.60 venturi which is very large.

The closest carb to this is what was called the 1000 HP. Those had a 1.56 venturi. I've run the 1000 HP on a lot of combinations and they make pretty good power on the dyno.

I'm just going to compare this 950 to my 1150 Dominator and see how it stacks up. I'm sure it will be down on power a little bit due to the 4150 bore spacing but that is to be expected.

The key point is that if you need a big carb, and you are limited to a 4150 bolt pattern for some reason, then this is the biggest 4150 that Holley as ever made.

The linkage can be set for 1:1 operation. Also notice the sight glass on linkage side of the bowl and the bowl drain.

Here is a top view.

Right, this is not a "one size fits all" type of carb. The 950 HP is a good street/strip carb but I don't think a person would want to put this 950 on a street car unless they are running a really large engine.

I use a 1.375 carb on my street 512. I wouldn't run this 1.60 carb on anything smaller than a 572 on the street. It is a race carb, not a street carb.

Andy, got an underside shot of the base?
I'd like to see that dual bolt pattern
Also I assume these still have the 1.750" throttle bore?

Wish my junk was running again so I could some different carbs, instead of just pretty pictures of them.

So what would you recommend for a 526" RB stroker primarily street car.

Also, isn't this the carb that got some mention in your book ???

I didn't mention this carb in my book. These carbs are brand new.

Here is a shot of the base.

Gasket picture. This gasket came in the box from Holley. I couldn't find a part number on their website. No idea if they have a four hole version of it or not. I sent them an email but haven't heard back yet.

Yep, bore size is still 1.75.

I'm working on a 4500 to 4150 adapter plate. These new carbs will bolt directly on to a 4500 intake, but some 4500 intakes have a big plenum and the carb base isn't quite big enough to cover it. I'm sure we'll see some new products to solve that problem in the near future.

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.

The 950 has a little bigger venturi size than the 1000 HP so it will flow more air and make more power if the engine needs the extra air.

The 950 also has all of the new features while the 1000 HP is the older design. The 1000 HP is a nice carb, I have one that I use on the dyno quite frequently, but it doesn't have all the goodies that these new carbs have.

That's kind of what I figured. I didn't look too much into the specs on the carbs yet. I am going to have to do some digging though! My 1050 is borrowed.

Got the chance to run this 950 carb on a small block Chevy motor today. This is a circle track engine that makes about 720 hp with a Braswell 1.59 carb. We pulled the Braswell carb off and bolted on the Holley 80805 right out of the box. The engine picked up about 5 hp which is within the measurement error for back-to-back dyno pulls. EGT's looked basically the same.

It would be interesting to try a test at the track but I don't think that is going to happen. These engines cost $25,000 and the guy is chasing points so I doubt he is going to be willing to try a carb test any time soon.

Andy, what is the cubes on that engine? Thats some nice HP for a SB. In the end, holley always seems 2 come through one way or another, looks like the competition have there work cut out to beat this new Holley produced "Holley" , Because a Braswell carb is right there at the top of the competition.

It is a 428 inch small block. It has 15 degree heads, solid roller, Jesel valve gear, etc. Typical dirt track motor. These guys all run 415 to 430 inch SBC motors that make about 725 hp.

Interesting thing about these motors is that the rotating assembly is super lightweight. The revs really climb fast.

Yes, Braswell carbs have always been one of the best available. The new Holley design has a lot of features that will be familiar to guys who have run Braswell carbs in the past.

Guys..remember..AED in Richmond Va. is a sponspor here and if you call John Dickey at AED, tell him you are Moparts member they will HOOK you up on anything Holley. They have THOUSANDS of carbs in house, were one of the very first to wet flow carbs on their on custom bench--these guys ROCK! They have been at it for longer than anyone--I urge you all to call John Dickey at AED before you buy any carb--come on..give them a call--they are a great outfit!

Heres any interesting Holley made in America tidbit ,it is true. I work for a small chemical company here in N.J. a few months ago I was delivering a drum of some type of oil to one of our customers, a die casting plant in Central Jersey as I walked in I saw hundreds of Holley bowels and main bodies on skids it appears they make them for Holley. I was just there yesterday and saw a skid of Dominator main bodies.