Thanks, I wanted to bring my max wedge Indy 2-d intake and see but time was running out. I bought the 2d used that has already been port matched but no deeper porting. But I wanna give it a try in the car though. Adding the inner springs took time and we changed the oil after cam break so the oil wasn't up to it's complete operating temp. AFter break in time flew! Felt like the end was around the corner lol.

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.

Looks like I was pretty close........ Numbers are right where I would have expected.
It appears that it's doing what it should....... Nice job!!

The spring pressure deal on street cars can be a catch 22.
More pressure = accelerated wear....... So you have to decide how much more rpm you really want/need.
The 1.950 was the main red flag for me.
I usually see those springs closer to 150@1.900 on my tester.
The catalog shows 135@1.950/365@1.300, which is what I'd expect.
That's a little light for high rpm with a moderately aggressive profile and 1.65 rockers.
I'd have been at more like 1.88-1.90 for a street car, and used a spring with a higher rate for a bracket car.

As a comparison, I just assembled some heads with 928's for a .645 lift cam(with 1.6's), using lobes a little smoother than yours........ 150@1.900/380@1.250.

Thanks! Was very rewarding building this. I told the dyno guy he said that might be the reason but said it was a awesome pump gas 440. He was kinda surprised with the torque curve he said.

The shop that did my heads. Set the springs up that made me wonder "hmm why?" The exhaust has thicker shims under the springs bringing the installed hight to 1.925 with 160 seat pressure. The intakes are 1.950 with 150. I mocked it up with the inners and used a digital caliper to measure since I don't have a spring height mic and found the heights to be what the shops paper said. I remember you saying these might be the indy 928's that are a bit stiffer but I don't know. I wanna double check my measurements though. Maybe bring the intakes where the exhaust are and just let it be.

The I asked the porter he said the guy that did the guides and seats must have a reason and not touch it. I told him your guess at 6500 it would start to show. He was amazed and said you were spot on. Do you think the power woulda kept climbing more closer to 7000?

If the springs are the Indy G928's, that's a completely different spring.
When they stopped using Comp springs, I remember there was a period of time when you didn't really know exactly what you'd get when you ordered them with the "928" springs.
Most of the time though, they were a pretty high rate spring that would be over 400lbs @.650 lift if installed at 1.900.

I would have expected the motor to peak closer to 6700 if the valvetrain was rock solid, and would have likely only been down a few hp @7k....... But that assumes you had pretty stout springs in it.
And, that's also assuming the intake behaved similarly to the 440-2 in the upper rpm's.

Before I messed with the installed height, I'd find out what the open pressure is now.
If its already in the 400lb range....... I'd probably just live with it for a street application.


Edit- I see in your first post you say the spring loads are 150 closed/370@.620 lift...... Which works out to 354lbs/in........ Which is what the Comp 928's are....... So those are likely what you have.
If they are in fact Comp 928's, I go by my original recommendation of 1.88-1.90 IH.

If it were going in a "race car", I would have used Comp 929's @1.88-1.90.

Torque was a little lower then I guessed but the hp was right on the money. Good job.

The cylinder head guys sheet says. The springs on the intake are 150 open and 360 lbs at .600 lift and 400 lbs at .700. .110 to coil bind.

The sheet on the exhaust says 160 seated and 380 at .620 lift. Coild bind at .775 lift. So they must be the comp springs. Not sure why they're worded differently. Seems the .025" installed height gives a decent amount more load. My curiosity is: Shouldn't the heavier intakes need a bit more than the exhaust if you wanted them different? Or is there a reason to have more spring on exhaust?

I'm happy as it is. I feel if I were to want too much more pressure then I would just move to a solid roller and maybe a external oil line lol.

Thanks. You were in the ball park for sure. Yeah the peak was a bit lower but that might be the compression difference between the 440 you built a couple years ago. I followed that thread closely and actually ordered my cam from Dwayne a week or so after seeing your thread lol

You got it.

I edited my last post, I don't think you saw it.

Nice numbers for sure but don't agree that the 1000 would be too big w/that power and I put Dommy's on motors w/less that pick up a LOT of power...........All in the tune and I also like to be richer in the high load areas like leaving the line and mid range then go slightly leaner up top...........A skirted big bore 1050 Dommy would wake that puppy up............

What did I win?

I guessed 630 to 650.

Seriously, congrats. !!!

Should put a smile on your face when you nail it.

Ok. Not sure if it was a typo or I don't quite get it lol. You said a race car would be 1.88-1.90 and the same for a street car. Should I make them all 1.9 or intakes 1.88 and exhaust 1.9?

He said a 4150 1050 might make it sluggish on the street. Wouldn't give up power though. But yeah. When I step it up in the future. If I go to a 1050..It'll be a dominator. I'm sure I'll be wanting to get a hold of you when I get the car ready and sorted with a afr gauge with this carb to get a good start suggestion. I read all your posts and have for years on here. I love your car too.

Thank you!

Most people on here guessed it right. A couple said 600. They were right. It's 600 at 5600 rpm, lol better than I thought it'd be. I'm happy it didn't bust in front of me on the dyno! I'll have to get used to it in the car when I pull the 383 that is in it now

You missed the details....... For your cam/rocker combo:
Street, Comp 928@ 1.88-1.90

Race, Comp 929@ 1.88-1.90

If you verify the spring rate of your current springs is like a Comp 928(354lbs/in), then I'd adjust the installed height to be between 1.88-1.90 for all springs.
At that rate, the spread from 1.88-1.90 should only be 7lbs.

The common shims are .015/.030/.060, so you should be able to target 1.890 +/- .010.

Not sure what your car weighs? But on motor the 440 I put together would run 11.30’s on motor at a weight of 4100.
With the numbers you got I am sure you will be happy.
I think I used a PAC 1916 @1.885 with a titanium retainer on my build with Hughes 1.6 rockers.
From 6800-7400 if I remember correct it only dropped 20 some HP. I was impressed.

I'd be happy to help in any way I can and thank you on liking my junk..........

Ah thanks again. I read 928 instead of 929 lol. I work it out and verify my heights and maybe have a shop verify the pressures with those heights

Haven't weighed my car yet. But I found out my 446 weighs 530 lol. My mom joked on the phone she has a 600 pound grand son and Ron the dyno operator had no idea she was talking about the motor then said he was curious to weigh it. People around here said my car could be anywhere from 3400 to 3700. Right now it's a all iron 383 even intake. And 15x8" steel cop wheels from the late 70's, flimsy lift off MAS brand glass 6-pack hood. I want a centerline auto drag type wheel and I am gonna build a aftermarket 9 inch ford rear from quick performance and need to upgrade to disc brakes. My friend and I built trans at least a few years ago, so that should live. Probably gonna call ATI or something for a converter soon.

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.