There wasn't any numbers on it

Cab, the list # is 8896-2. I'm not sure about the difference in the HP/ non HP carbs, but it is somewhat older, it has the internal linkage. I haven't figured out how to post pics here yet but there is a pic of it in 67mprfan's for sale ad on this board in the "Race Parts for Sale". on pg 15. It has been converted to 2 circuit by Thumperdart. As best I can tell the build date says 0/51 but it's hard to read. I haven't figured out how that translates yet. Thumperdart has given me a starting point for jetting at 92 square (plugged pv's). Thanks to him.

HP............

I agree for the most part a three circuit does not belong on a street car for sure. Also with the rest of what you said. So for the average bracket guy you are probabl correct. Most don't have the correct parts to make it work the way it should, nor the time, knowledge or "want to" to make them work correctly...

FWIW...I have 2 Pro Systems dominators. One is a 3 circuit 1200 cfm on my hemi and it runs great on the street and track. The other is an older 9375 1050 3 circuit that Patrick went through years ago. It runs great at the track and idles clean, but fouls out plugs going down the highway.

The 3 circuits can be made to work, but that's above my tuning capability I think, lol. Don't get me wrong, I'm sure I'd be perfectly happy w/ a good 2 circuit, just saying the 3 circuit stuff CAN work.

From my understanding at the track their is no noticeable difference between the two carbs I could be wrong though

[quote=Al_Alguire Most don't have the correct parts to make it work the way it should, nor the time, knowledge or "want to" to make them work correctly... [/quote]

Al I run an 8896 with the BLP wide MBs on it. E-85 fuel.
If I I change the intm bleed .005 bigger(leaner), what does that do? Does it change the amount of fuel coming out of the discharge tubes?
Does it delay the flow from the tubes?

This on my 69 Barracuda drag only car. Saturday it was running 9.18 @ 146 mph.
Thanks for your help, Don

Yes, the bigger the air bleed the less fuel it will supply. With E85 it will depend on the mods made to the carb, passage sizes from the mainwell thru to the booster. I would go up .010 at a time on the bleeds, going up on jet as needed to supply WOT with what you lose from the intermediate. If you find jetting up doesn't change then the passage sizes are too small.

Thanks Mark I will do that tomorrow night @ T&T. Keeping an eye on afr and et/mph.

The booster banjos/stake tubes are .200, the cross channel in the MB is .180 I believe.
When I changed to the bigger boosters it richened the afr, especially on the topend.
I am now trying to fine tune the afr for better predictability.

Thank you for your advice!
Don

Anyone out there foot braking a 4500 with good success? Mine will stumble a bit off the foot brake. My 4150 has always 60 foot a couple 1/100ths better than the 4500, but my ET and MPH are always better with the 4500.
I do have a brake in my car, may have to mess with it more. Always worried because I'm 4100 at the line.

I've always footbraked my car...no trouble at all.

Did you install the external linkage and if so what position is it in...........I`d try to up the squirters and see if it wants more or less fuel..............

Not that any 2 cars are exactly alike.....
I have an old style 8896 that had a hack job 2 circuit conversion a loooong time ago.

Foot brake in the beams @ 1,800 ... flashes to 5,000 and run a #28 tube squirter, brown cams. Unless something else is askew it will 60' in high 1.38x's or low 1.40x's at 3,325# without hesitation.
S/S springs with a 448", 12:1, iron headed, flat tappet motor.... nothing big.

Now that I've had Thumper go threw it I know those short times are gonna fall along with the rest of the incremental's.

Guess I've had success....

I changed from a 950 cfm 4150 to a ProSystems 1050 4500 and picked up 8 hundreds and all most 2 mph in the 1/8. But I lost 6 hundreds in my 60 ft. time. Mine seems to be rich and puffs black smoke when I leave the line. It did not do that before. I foot brake and have no hesitation or stumble when I leave the line.

What size venturi are in your 950?

I am not sure. I tried to measure it and it was around 1.40, Hard to measure without taking the carb apart. I had it on my 360/380 hp crate motor and I picked up a couple tenths in the 1/8 over the 750 I had on it.

I spoke with Thumper and he gave me some good suggestions to try. Just got my carb converted to external linkage last night. Want to change the throttle plates as mine were drilled by previous owner. How much progression does everyone like on their secondaries? I am in 2nd hole about 1/2 the slot.

I've had to convert several carbs, both 4150 and 4500, from 50 CC pumps to 30 CC pumps with either #28 or #31 squirters to get rid of the puffing black smoke off the starting line and improve the 60 ft and 330 times
I have bought several of the newer Holley HP Dominator Carbs. that came with 30 CC pumps stock, I don't remember the exact List number now but they where way better off the starting line foot braking out of the box

Cab, mine has the 50cc pumps and came from ProSystems with 45 squirters. I have lowered them to 37 and have not tried them yet.This carb was built by them for my small block.

UPDATE-Finally got the opportunity to try this change and the preliminary results are mostly encouraging. I removed a team G single plane manifold with a Bill Mitchell Hardcore 750 that I believe was pretty well set up. I installed an Edelbrock Super Victor manifold with the previously mentioned 1050 that had been worked on by Thumperdart. I have to say that I have never seen a carb that seemed to be this close to right out of the box. I set it up based on info from Thumperdart, the man seems to know his stuff. Out of the box,allowing for weather data, the car picked up .06-.08 (1/8 mile) and almost 1 MPH. Incremental numbers led me to believe the car wanted more starting line rpm, I bumped the launch chip 600 rpm, the car launched much harder, picked up.04 in 60 ft., however turned right and forced me to abort the run. Some suspension adjustment will be needed from here. Keep in mind this was a T&T night at my local track, normally an excellent racing surface, but still it was a T&T. The crowd was huge and it wasn't (at least in my mind) practical to do anything further that night.Plug color looks close to optimim, car starts and idles well, over all pretty happy so far. Should be more improvement available with a little more tweaking.