I'm still working on getting to the track but it's pushed back farther every time I work on the POS but hopefully soon the 2 twins will be right after that for comparative street and track testing.....

Alan: There are 2 different sized baseplates. The 'smaller' version has the same footprint as a Holley 850. These carbs vary from 650 to 1230cfm, depending on main section/booster arrangement. These carbs will fit any 4150 or 4500 intake manifold.

The 'larger' baseplate size is between the 850 and a 1050 Dominator with an opening of approx 4.375" square. These carbs vary from 1200-ish to 1620-ish, depending on main section/booster arrangement. These carbs will bolt onto any 4150 or 4500 intake manifold, however if used on a 4150 manifold, the opening will need to be enlarged.

I make shear/anti reversion plates, along with various transition spacers. The twin blade stuff is something I've thought about making some prototypes for.

Agreed Mike.
My theory is : the faster i can get the engine up on clean AFR between pump shot and the boosters, the quicker the 60's and 330ft.
When i see a really rich first gear, not cleaning up before 5500- 6500 , i feel im leaving money on the table with too "long" a shot, thus, my efforts to really tune the pump shot "to" the booster flow .
I may find this to be an effort in futility but, im working to either be wrong or, correct. Data and time sheets will prove me foolish or not
If you guys see an error in my thinking, please advise.

I've been setting carbs up to be safely rich at the hit and down low when the load is the greatest trying to move the vehicle then I set the curve to go LEANER up top and through the traps for starters then salt to taste and so far, most are way more consistent and faster but not all.......

A few quick thoughts Rusty. A flat afr through the rpm range is not ideal. You want a richer condition at peak tq than peak hp. There's also a lot going on in low gear. G-forces cause inertia-effects in the entire fuel system that will cause a momentary fuel psi spike that will definitely contribute to a richer condition. It's good to have the regulator and fuel inlet mounted behind the carb to help this. Also, keep in mind that the engine will be closest to peak torque at the leave (especially foot-braking). Since peak tq has the highest fuel demand; a little rich here is helping more than you might think. Lastly; if you can program the timing curve, add a couple of degrees at the hit and ramp it out so that it's back to normal when the afr normally 'cleans up'. You'll be surprised at how much this helps.

Thanks Mike/ Dom : I appreciate the info.
Would like to detail this is bit more though, if possible .
If i'm still fat at, lets say , 5500 coming off the launch at 2500 and peak torque was 4400-4600, should i not want that fat area to have cleaned up pretty well by the 5500 so that 5500-6700 is up on the curve for the DA we are running in?
I guess i'm trying to tune for every .001 I can pull out of it.

Looking at what you are both saying it would seem (remember, i'm dense) i would want to find that perfect fat curve for getting up on tq curve/hit converter and then clean up fast to achieve target AFR to get most out of first gear.
I can usually see the pump shot curve on the graph , of course the higher the launch rpm, the less i see of the shot .
Hmmm, now im wondering if a longer shot with smaller squirters might leave harder/clean up quicker above tq peak but keep us really happy on the hit .

Right now we don"t do "pogo stick" wheelies, car moves, pulls tires off/up in a nice 6-8 high in arch , sets them down smoothly on most tracks, we do have to change rear shocks as we sometimes lose compression on rears and spin a length out .

Anyway: I'm listening, paying attention.

How would you go about tweaking a flat fuel curve to a slightly rich early to leaner later.......Main air bleed or changes in the e-bleed area?