Cool deal. Nothing broke and you learned some important stuff, too.
Was the QF 950 out of the box? The air-fuel #s look pretty stable, although trending toward the richer side.
Exactly why I did this. A big weight was lifted off me that nothing broke lol.
Yeah pretty much out of the box. We didn't even do a jet change. Just adjusted the 4 corner screws. I bought a QFT 1050 originally. When talking to Dwayne over the phone he said it was too big. So I bought the 950 body and swapped it. I plugged the emulsion so 2 out of 5 are blocked though. I think it's botom, middle and top open like a old school holley double pumper. The cruise test on the dyno under light load showed it considerably richer in the 10.3 2900 rpm to 11.7 range 3000. So a afr gauge in the car will need to be used and much more learning lol.
Can't tell from picture... are those black 5-emulsion metering blocks or red 4-emulsion blocks?
When I hear people talking about duplicating the early Holley emulsion config, that typically means going back to 2 holes, for example the #1 & #3 or #4 on the 5-hole block, or #1 & #3 on a 2-hole block.
I agree with Dwayne that a big-venturi downleg 4150 would make things worse for a combination like yours. When Dominic mentioned improvements w/ a 1050 Dominator, that's not really an apples-to-apples comparison since the Dominator is going to have different venturi-to-throttle bore sizes & ratios, different booster types (annular) and booster signal, etc.
Still not sure why carb companies claim to have both "1050" 4150s and "1050" 4500s (I'm
not talking about BLP's BX4X Xtreme hybrid) when they're clearly not going to flow the same.
