Ummm... yeah, that's what I meant.

I think many of us get up in the numbers, rather than the actual results...

At times, what generates great numbers on the dyno, doesn't always correlate to great numbers at the track.

That carb reminds me of the old Holley three barrels, twice
How much air does this rascal flow?

All of it! LOL

Guy's! We are a bit off-track here and I still have not got any solid info on the subject. If you have read an article that has verified the claims, please mention where you read it so I can go educate myself. If you have or know someone who has flowed one , please include that info. The Lightning Racing carb certainly looks capable, but googling it turned up pictures but no web site for the manufacturer. Like we all know, there are some bogus claims being made out there and I am not going to buy 4 or 5 carbs @$700-1000 bucks apiece to try to find the right one! I am sure that I am not the only one on this site who could use this info! Thanks!, Lee.

I think if you contact Mark W, he can fix you up with a carb like in the pic.

BLP makes a large bore 4150 series carb....looks interesting

http://blp.com/cart/index.php?main_page=index&cPath=72_406



Ron

Lee - What info are you looking for? Simple raw flow data?

I think it makes more sense to describe the application and solicit feedback on what should work best for it.

I have heard those who are in the business say they can flow OVER 1200cfm with a "4150" style carb as Mark W has shown. It can bolt to a 4150 or 4500 intake. It is a "4150" carb as it WILL bolt up to a 4150 intake..

To the OP...Based on the motor you described you won't need the largest flowing 4150 made and even if you did want one you won't even touch it for $700-$1000. As has been suggested consult with your potential Carb guy and trust him to spec a carb for you, be it a 4500 or 4150. Best regards, Sean

Brad, if you look at the other post I have in this section, you will see a basic description of my engine, minus the 11.25 comp, 258/.685 solid roller, mopar alum cnc by Modern, cant remember the ex, flow, but it was 446 on the intake port. 2-1/8 TTI headers.

The point of all this, is that all any consumer has is the CFM rating from the manufacturer to make a choice when buying a carb. Yes, you can compare throttle plate, bore and venturi sizes to get SOME idea what it may really flow, but, honestly, most car guys really don't know how to intrepret that data to make a good choice. I remember in the 70s/80's most of the head porting articles focused mainly on total flow(cfm) until it became more common to realize that flow velocity was as, or more important than, total flow.
Guys on here constantly say,"We don't race dyno's" but do you really want to go back to the days of only big race teams have dyno's, no little guys with garage flow benchs to port heads and use the data to make more power? We have to use the info we have to make decisions on which products are the best choice and will hopefully, make the most power.
What we have here,IMO, is that a significant section of the industry, carbs, has vendors that are inflating their flow ratings at the expense of the consumer. A case , in point, is the Holley HP950 mentioned before, it was on this site, that I learned that that was deceptive advertising. If you truly needed 950 cfm, you were not going to get it from that carb, as issued, but you paid $800 for an inadequate product. We have a wealth of knowledge on this board and I am sure that there are people on here who have a good idea which of say, the many 1050 cfm, 4150 carbs really will flow the number on a car that is capable of utilizing it.
To the poster who said that I don't need 1200 cfm, I never said I did, but I would ask you, if my engine, on the dyno, utilized twin 900+ cfm carbs and the A/F ratio's were correct througout the pull and the horsepower jumped up over 60 more, than the previous twin 800's, how would you come to the conclusion that my engine cannot utilize 1200 cfm. Educate me, as I really want to understand why this would be so. I am neither a carb neophyte and I am certainly not an expert, but I know a bit about setting carbs up, but I am sure open to learning more.
Really, the premise of this post was fairly simple, who knows what 4150 carbs in the 1000+ range, are known to be the real deal. I am sure that a lot of people reading this post would like to know too, but so far, not much hard info. Not trying to be a smartass, just a bit frustrated trying to get usable info from someone who knows. Lee.

Just because the dyno #'s are good doesn't necessarily mean the car will be faster and I picked up 2+ mph going to a (too big)1200+ cfm dommy..............If you call me I will share some "real world" stuff that would take hours to type..............

There are a lot of options available for a larger 4150 carb. The one I posted above is currently on my dragster, flows in the area of 1600 CFM, also available in a smaller venturi 1400 version. It will bolt on a 4150 manifold, but would require some machine work on the intake to clear the blades or a transition spacer. It is made by Get'm Garage, Mike Laws and Treavor Wiggins, Mike formerly part owner in BLP and Treavor was once VP of sales at Holley. They also have a new Titan metering block that I used on that carb. 461" SB2 in my dragster ran 4.712 @ 145 on Q16. They also make a newer version of the Little Bo and Mini Bo, 1000 and 1200 now. The 1200 is the largest carb that will bolt to a 4150 manifold with no modifications or adaptor spacers needed. All the above are dual pattern and will bolt to a Dominator flange as well, the 1000 and 1200 usually need a minimum 3/8" spacer to block around the outside of the manifold that is too big for the carbs.

BLP has a 4150 style 4 hole carb that can be bought in three main configurations, a 2" blade 1050, a 2.125 1250, and a 2.200 throttle blade. All three bolt onto a 4150 or Dominator flange, again on a 4150 manifold mods need to be made to clear the blades or a transition adaptor used. I've built all 3 sizes and run all but the 1250 down track with great results, It was run on the dyno and will be track tested soon but I expect similar results from it. They are also available in custom venturi sizes to go with each throttle blade size.

Braswell has a 4825 with a dual pattern, also available up to a 1.79 blade and I think a 1.65 venturi. I've reworked one for E85, and it worked very well. Braswell has the nicest castings out there.

As far as what to buy? Details on what you are putting it on, engine and car specs.

Maybe I missed it, but I don't see Any motor s combo described.


Edit, Ok, I just saw your other post on your setup. You will need a high flowing 4150, BLP or Mark whitener can help you out, Barton as well.

Sport, the reality is that my combo is not germane to the original question as asked. What is the biggest(I should have qualified it to 1000cfm and up) 4150's that are really flowing the claimed numbers... that is all I was trying to find out. I am thinking that I'm probably not the only person on here that is curious about what carbs talk the talk and which ones really produce. I may or may not go to a single four at some point, but was really just trying to gather info from guys who might know that info. It really was that simple until everything got off track as they tend to do. It was just a simple question that went south. Thanks for the reply!

Your initial question was very brief and general, so I am not surprised the answers have been wide and varied

I think the easy answer is........none of the “common” off the shelf “1000+ cfm” 4150 carbs will go over 1000 cfm wet flow(with an appropriate A/F ratio) when tested at the industry standard of 1.5”hg.

Jeez Dwayne, I wish you could have told me this earlier!! LOL.
Thanks to all that contributed.

A google search prior to posting would have certainly helped. You'd not be the first person to ask a question in this vain. If I am looking to educate myself on something, I'll do some research first, before jumping on a forum. When it comes to topics like this, there's a lot of info out there already. Especially when it's not Mopar specific