Demon Carb VS Holley Sniper EFI

The Drag Racing Results of the Holley 650 Super Sniper Stealth vs The Race Demon Carb

[@Torquemonster440]

Man.. it would be so cool to see the real CFM on the Demon vs Sniper if you flowed them. Just more useful info. 👍 As usual, awesome video Eric, .. thanks.

[@jamiebrown4322]

Cfm ratings should often be taken with a grain of salt. The Race Demon you have has a 1.56” venturi and 1.75” throttle bore with a booster in the air flow. It is also the identical main body and throttle dimensions on an 850cfm Mighty Demon. Quick fuel’s 850’s have venturi at 1.39”. That Sniper body is approximately a 1.72” straight bore. Marketing departments are literally taking us for a ride. I agree with you on the sizing getting bigger nets better performance than what the old mathematical formula would tells us. I have tuned and tested 5 different venturi/throttle bore combinations on my 383 sbc and the best all round performers are the bigger ones. These have venturi/throttle dimensions that we call 750, 825, 850, 850 annular and 975cfm. The 975 and annular have the best throttle response and performance. Mind you they are not out of the box with a jet change, it takes some finessing with all bleeds to get them there. All of them operate in the same AFR window so like you mentioned it’s about pumping losses. Too often there has been magazine articles or KZbin videos where a range of cfm Holley’s are tested on a guinea pig engine only for incremental performance increase with each cfm increase. ALWAYS those doing the test hypothesized that although more horsepower with larger cfm drivability would suffer. Well not in my experience back in the real world. Something else I have concluded with a whole lot of testing and tuning of Holley’s that the pros would already know is you can calibrate a carburetor many different ways and arrive at the same afr’s yet the engine will perform differently. This is due to altering the density of the fuel in the carburetor and its ability to be atomized. Can’t be done with Sniper system. What matters is the condition the vaporized fuel is in the combustion chamber just before light off. You can tell the Sniper system what afr’s you want at all rev points but you cannot change the constitution of the fuel as to whether it is homogeneous and vaporizing to provide the best, fastest, complete burn. You can get a whole lot closer with air bleed and emulsion bleed tuning on a carburetor, but to 99.99% these are as mysterious and misunderstood as the Bermuda Triangle (or women). A carburetor’s fuel curve on a chart cannot match an fi system but that does not mean it’s a lesser performer. There is also the carburetor responding to each intake pulse of the engine and the efi pulsing away to its own beat. Don’t get me wrong, efi all day, every day for mild street driven cars, but carburetors for the high performance quarter mile machines for me. If you haven’t tinkered with the air bleeds or emulsion on the Demon yet then there is more to get out of it yet. Great straight forward video again. Keep them coming! 👍

[@randyjohnson1809]

Thanks for sharing your info I like your videos and I always learn a lot from them, this one was great because I am looking to buy a new carburetor and now I am convinced to go bigger for my drag race car to get the most performance from it.Thanks again!

[@lindseychaney3987]

From experiences in the past with carbs I have went thru the same things with the larger ones. I totally agree with you.The ets tell it all not the formulations. Great job Eric !!!!!

[@347svtcobra]

Thanks for doing what you do sir keep up the good work

[@JB-ro3sz]

great video, nice clear info, no bias just data. a friend of mine had a 400 in a nova running high 6''second 1/8 mile passes in street tire class not drag radials actual off the shelf tires. he was running a 800 holley and installed a 1050 dominator to try to squelch some torque off the line for traction purposes, he said it only made the car leave harder and run faster,

[@jimt3409]

Very informative thank you for sharing your knowledge. 👍

[@donbrutcher4501]

The carb or throttle body are cfm rated at a pressure drop across the unit. The pressure drop is a restriction to flow. The larger sized body will have less restriction than the smaller body. Less restriction = more air flow = more power, assuming the engine is capable of moving the additional amount of air and metering the additional fuel correctly.

[@Disablednoob]

The drop in pressure also helps to vaporize the fuel. Like turning water into a gas under vacuum take significantly less heat. I think that is the main advantage with carburetors. Look into Gary Williams for your Carburetor. Super awesome and knowledgeable man.

[@james10739]

Ya I guess it's pulled in with the carb vs being injected but if they are injected at the same spot and everything else is the same I don't think you would see much of a difference I mean I know a most fuel injection is not done the same as carbs but I don't see how if everything else is the same that a one would be better than another except by a couple hp

[@HPRaceDevelopment]

If you match the flow of the carb - you will likely be able to match or improve the et on the efi. But what most people dont seem to understand is targetting an “afr” isnt the same as targeting power. data logging the afr from a carb run - then matching on your efi system - will do a much better job of comparing apples to apples. In our experience - under acceleration we want a little more enrichment than steady state testing.

[@michaelblacktree]

Holley should make a Super Duper Sniper, just for the memes. 😛

[@viciousrap700]

Eric, not only is atomization different but I would say that the actual air fuel charge is cooler with the carb than the TB due to the atomization effect. Great job with the truck man.!

[@scottwilliams5196]

Lots to think about, thanks Dude😎

[@stephensnyder2559]

This is a good video. I am also running a sniper stealth on a 355 sbc with dart platinum heads. I do have sniper controlling timing and am blow through with a torqstorm supercharger. The big thing for me was just better drivability. Better cold starts just all around easier and more fun to drive

[@coronapack]

I have a theory on the ridges above the spray holes. It has to do with pressure zones like in aerodynamics on a wing. If the ridges were not there and the air was clinging to the side walls smoothly like they are above the holes, you'd get a different effect from the fuel trying to spray out. Should have to know what the pressure is going down the walls at speed vs the fuel pressure coming out of the little hole. To get to my point, I'm guessing the fuel coming out of the holes would cling to the walls, and blob down and never have a chance to attach to any oxygen. Anyway. Love your videos

[@bradpittman5075]

Carbs are really awesome. Especially for 1-3 throttle positions. I like them. But I also like port fuel injection, sequentially fired. Just as I like direct fire ignition systems. I have port fuel, sequentially fired as well as direct fire ignition (coil near plug) I use a haltech ecu. But I really like the holley dominator. My cousin has one on his hot rod. It’s really sweet. Anyways. This ecu was like the first mod I bought years ago for my mustang. 92 5.0 swap 4cyl coupe. Anyways. I first wired it up for batch fire and using the tfi/hei type distributor with the msd 6al. The engine had shorty headers and a tfs intake. So I was able to get rid of the MAF sensor and switch to MAP. The car picked up a little power. I think mainly from being able to give it proper ignition timing. But anyways I don’t know the exact figures it was years ago. I leaned it out as well and got much better cruising mileage. On those old cars they run them very rich everywhere it seems. Anyways. I then got a crank trigger and cam sensor and converter to sequential fueling and ls coils. It was like a different animal. The engine even sounded different idling. Much healthier sounding. It’s a pain to mount the coils etc but in my opinion it’s very cool option. Especially Bc you can dial in the coil dwell however you choose. I do it by rpm vs dwell. So I shorten the dwell as the rpm increases so it doesn’t auto discharge etc I don’t have hot rod coils. Just ls truck coils. Anyways I’d imagine the car would make more power with a carb as the fuel is injected much farther away from the intake valve allowing more time for the cooling effect from the atomization of the liquid fuel into a gas. But in my situation, turbo, it’s nice to be able to tune each injector/cylinder fueling, Bc if you look at the plugs, even with a single plane which is what I have, the rear holes generally need a little more fuel in my experience anyways. And it’s nice to be able to change air fuel ratio with a few clicks. Is it the best? I doubt it but it does work well. The best is probably like what f1 is doing with their engines. They use a individual throttle system with a variable length intake runner that actually moves that’s they tune but the system is housed in a plenum of a their calculated sized that is also throttled. Very interesting. But none the less impressive to make 800 horse from 1.5 liters and six holes. I guess to me, I love my sbf and efi but it’s wise to look at other areas of Motorsport to get perspective and ideas. There may be cross over for learning to happen. Not much new under the sun but things can always be improved upon. Look at ww2 piston plane power units for example. The bf109 Mercedes engine used basically a lock up torque converter to drive their centrifugal blower (like a procharger) to vary the blower speed of their super chargers so they didn’t over lost at low altitude. Brilliant idea. Anyways. Ramble out.

[@MB-ib5ji]

I think Holly made those sniper EFI just for the dude who wants to open the hood and have EFI they didn't make those for horsepower or racing more of a novelty

[@kdeupser]

Question, so will you be modifying one of your sniper throttle bodies to smooth out the bores and grid down the blade screws?

[@eddiedelacruz9321]

It would be awesome if you can run a flow test on the sniper I have the same 870 one id really love to see what it actually flows cfm

[@bdugle1]

Really nice truck! If you just drive it to the drag strip, then the carb is the way to go. If you ever just drive it around, then maybe you want to experiment with that spare Sniper throttle body. Like smooth out the ridges, clean up the screws, etc. It looks like the injectors feed a bunch of tiny holes in each throttle bore, so maybe change the shape slightly above and/or below that point to perhaps change atomization or airflow patterns. Since you have a spare…

[@oldandboosted]

I use a sniper x-flow 1375 for the computer tuning and the data logging. Faster or slower was not a consideration. Turbo small block Mopar 408 on E85.

[@stevedriver1476]

good video.. i will check it out more.. got a stealth sniper going on a 377sbc with afr,s. solid cam, ,, was running a 750 open top holley, no choke model, was a mongrell to start on a cold start. i hope i get the same 477hp 465tq with the stealth. steve in australia

[@neilhansen9886]

Great info

[@drivinwithdrew7676]

I’m running an xflow system on my 383 11.0 comp, lunati 243/248 voodoo solid roller, it would be sweet if they sent you a xflow system to test, I feel like it has to flow pretty good, I picked up 3 mph over a Holley 750 carb, I think you mentioned that you need better headers, I’d love to see the comparison on that

[@JohnThomas-vb9se]

There’s probably some ramming effect with the bigger carb. I remember seeing test in magazines from decades ago on carb size on a basically stock 350. It always picked up on the dyno went they went to a larger carb.

[@sinformant]

The regular sniper and the super sniper 650 efi are both 800cfm, the stealth is 870cfm.

[@xlr8r3VA]

I know I am coming into this a little late, but if you still have your Sniper TB, have you considered pulling the throttle blades and porting the throttle bores into a cone shape and removing the ledges to get more flow. That would be interesting to see. What have you got to lose?

[@michaelmerrill589]

What about changing springs on AFR 227 heads for SBC for hydraulic roller vs mechanical solid roller they come with?

[@gregsilva1230]

Swap out those dumb screws for some Button heads.. I agree what you're saying about the ledges in the throttle bores, but the Eddies they're creating might the only thing that keeps the fuel suspended after it leaves the TB. Maybe a spray Bar across the top of the throttle bores would be better (?).

[@BigWood3131]

You did create more variables starting with the Demon carb which I assume is out of the box. I would like to see a Braswell 950-1000 cfm or a BLP, QUICK FUEL QFT. UP against the demon on your choice of head. I might have to send them if you're interested. Thanks for another great video

[@f-bodyjon2189]

I actually went with the old Terminator EFI throttle body due to the injector ring being below the throttle blades. That may be the issue with your cold starts as well. Not sure why Holley switched to the injection point to being above the throttle blades on these newer budget model units.

[@talljohnsfunshop2722]

you know this Im sure but for those that don't 4 barrel carbs are flow rated at 1.5 inches of vacuum. that means restriction. so because a engine can eat 850 cfm thats with low or no restriction which would agree with your 1000 cfm making more power. The engine might only be eating 850 with a 1000 cfm carb but it will eat alot less with a 850. Like maybe 775 or 800. This doesnt mean there nothing left for the engine to eat with a 850 on it but the torque will start falling off sharply when vacuum starts to show under the carb. I also think your right about atomization of the sniper not being as good as the carb. On a dyno test I had done a few months back i brought my old California smog analyzer with me and we measured hydrocarbon and CO and both went up slightly with EFI with the same O2 readings. of 13.7. w. EFI 252ppm/.6CO w 850 carb 239ppm/.5CO. Im not an expert and still learning but those numbers i think agree with your assessment

[@black_sheep_fab9411]

Wonder what depression they are rating those tbs at. My regular sniper is no comparison to the venturi of a 650 holley. Huge bore and no booster. I know 2 barrels are rated at a different depression than 4 barrels.

[@jamiebrown4322]

Take a look at around 27:20 and on. Where the fuel holes can be seen above the blades. It’s clear that not all the fuel is getting into the airstream but is being drawn along the bore wall from each fuel hole. Same can be seen on carburetor idle hole and transition slots but of course at WOT racing from the booster is all free air atomizing. Can’t be as good for atomization on the Sniper. Sniper doesn’t care though, it just ads or subtracts fuel according to sensor inputs.

[@slowfox89]

Carb cfm are rated at 1.5" vac. 2bbl are rated at 3". That could have changed as industry standard. Say an engine can only use xxx cfm at its VE makes more power due to less vacuum under the carb. In drag racing we always tried to get the lowest vacuum ar wot as possible. Now that being said that thinking would prob hinder air velocity on a low rpm truck, TV, ect and hurt it some down low. I can't say for sure as I've never done carb swaps on a pulling engine back to back. Fun video. Thanks for taking the time.

[@slowfox89]

I should mention I believe the holley dominator (4500) is rated at 0.75" vacuum for the cfm

[@JayHartMusic]

can you tell me what rims are on the truck and size...thanks!!!

[@bryang9158]

Facts are air doesn't like sharp edges , if u notice quilty exhaust valves have a rolled over or rounded face to backside edge for flow , intake valves are sharp to cut down on reversion, so those steps are beyond doumb any way u slice it and if any are sharp even worse

[@craigmatthews5887]

Why don't you flow the two on your bench? the carb may be rated at a different pressure drop than the injection?

[@jacksonbermingham2168]

In Australia v8 supercars they use to have a rule for efi single throttle bodies where set size ..one team from the start decided to run a slide throttle body instead of butter fly because of the restrictions around the butterfly they pretty much dominated for 5 years with this and was claimed to have 30 more hp over butterfly's and better drive ability threw the hole range.

[@geraldscott4302]

I would rather give up racing (which I have been doing for 45 years) than use EFI. I have never owned an EFI vehicle, and never will. I am a carburetor guy and that will never change. I have no desire to drive or race a computer on wheels. I also race a first generation S-10, at least for now, and it is 100% mechanical, other than the old school GM HEI. There is absolutely nothing digital on it anywhere. My feelings are not about what "works best", to me it is a philosophical thing. I grew up working on cars, rebuilt my first engine at age 12. But they were REAL cars. No electronics. Mostly '50s and '60s models. Then along came the EPA and all the electronic garbage. That ruined newer cars for me. I stuck with older ones. I have converted 3 cars and 5 motorcycles from EFI to carburetors. My 1993 S-10 race truck originally came with a 2.8L EFI V6. I had that thing out of it in less than a week. I first put in a slightly modified carbureted small block and used it as a street truck. Then I got something else for a street driven hot rod, and decided to build a full blown drag racer out of the S-10, with a built from the ground up big block. About the only thing left now is the body and part of the frame. I put a decal on the tailgate that says PROUDLY CARBURETED.

[@Kurrific]

After watching the last in cab footage, it seems to me that the shifts are a bit soft and delayed. May be a contributing factor in the rev limiter hit.

[@treyrags]

Taking off the air cleaner probably disturbed the bowl vents at speed, especially if the top of your hood is very close to the vents

[@brandonborkowski8312]

Could the air flow pattern formed by the ridges help atomization? It defiantly makes me start to think???

[@WeingartnerRacing]

Most likely.

[@hectorortega9131]

Snipers are Not designed with race in mind, a Demon is.

[@evanarthur7535]

Those ridges in the Sniper barrels might be there for fuel atomization.

[@viciousrap700]

Eh, the ridge is just making the the barrel turbulent, that won't have the same effect as a booster in a carb.

[@evanarthur7535]

@@viciousrap700 Probably not but it doesn’t have to be as effective as a booster. Just enough turbulence to get the atomization where they want it in wet flow testing. The injectors and annular discharge holes do the rest. I’m a fan of the MSD Atomic EFI with the booster style fuel discharge.

[@viciousrap700]

@@evanarthur7535 so the MSD has an actual carb style booster then?

[@evanarthur7535]

@@viciousrap700 Yep. They say it gives better atomization. It’s also 50 state legal for 1975 and later GM cars that had carburetors. It doesn’t have as much support as the Sniper because Holley owns MSD.

[@Dougs68Camaro]

You say 11.8: on 91pump gas ? I do like the test. I have an 750 Mighty demon jetted up to 78/92 from stock. Been looking hard at those Snipers, but $2000 can go a long way elsewhere.

[@danhall5218]

Please flow it. I would love to see the results

[@cuzz63]

Whats your solution for the fuel pump when you go back and forth carb>EFI>carb ?

[@WeingartnerRacing]

It’s the same pump that came in the sniper efi master kit. I only change the regulator for switch between carb and efi. It works great so far.

[@cuzz63]

​@@WeingartnerRacing I was thinking of getting the Aeromotive 13301 ..all you need to do is change the spring to switch from carb to EFI. So your using an inline pump?

[@945liter]

WoW a carb setup working better than EFI? Did you tune it with a blindfold? You probably run a Holley blue pump also with that carb mentality

[@WeingartnerRacing]

You must not have watched the video.

[@jacksonbermingham2168]

Modify the spare junker holley efi to run 1000 true cfm you have the tool and that would be cool ..it might stuff up idle tune but u could just drill the butter fly.

[@albundy8052]

Just put transmission in Drive. Let the transmission shift itself. The shifts are slow, need to speed up the shifts.

[@petemcpeterson6205]

When a new nhra pro stock record gets set with EFI I'll think about going that route.. the way I look at it is if the best tuners in the business with the best parts money can buy and unlimited budgets can't do it how could I expect different results ?

[@petemcpeterson6205]

@@springer383 huh ? That's the most retarded logic I've ever heard .

[@petemcpeterson6205]

@@springer383 no I'm certainly not the best tuner . I've been running carbs for over 25 years though and I'm making well over 1000hp n/a and deep in the 7s with a pair of split dominators in a 2900 lb car. To me there is ZERO hope of going quicker with EFI . If the best in the world can't do it I certainly wouldn't be able to . Hopefully you can understand my logic .

[@petemcpeterson6205]

@@springer383 hahaha ! No man you won't find many people more anti EFI than me . If I switched it'd probably take another 25 years to figure it out ! Lol

[@bradpittman5075]

Does the sniper have a timing retard vs air temp? Or coolant temp? It may have been pulling a couple degrees. I know many ecu companies automatically turn this function on.

[@jacksonbermingham2168]

Knowing u left performance on the table is better then running out of idea's

[@jaydubb71]

Known fact the carb makes more power due to the fuel cooling. As the fuel goes thru the venturi it goes through an change endothermic due to vaporization of the fuel. This causes the fuel to be cooled which cools the intake charge. Cooler intake air has more oxygen molecules. More oxygen allows you increase timing. More timing CAN make more power. Am I wrong? I prefer EFI simply because of the control you have over AFR and timing.

[@james10739]

I'm surprised you could see that much difference at the track I mean I figured on a Dyno you could see any difference

[@bartpang]

Sounds like you need to tune the Sniper better. A friend was within 3 HP making 800 whp and ran pretty much the same on the track 5.90s in the 1/8.

[@cameronmackenzie4410]

Am I the only one that isn't blinded by advertising? Ford tried throttle body injection and very quickly dropped it. Chevy tried t-body injection and stuck it out a while before dropping it. This was done because..... Electric carburetors suck! Fuel injection is, sequentially firing direct port individual runner and it is awesome. Ford's OBD1 setup is amazing. Carbs still quicker and cheaper.

[@Fk8td]

Did you run the same afr through the Holley? I do agree with the whole carb being to big myth. You have to go stupid big for it not to work. Engine power did an episode on this as well. They out a giant 1050 on a low hp motor it still made power. So for those doubters watch the proof .

[@b.c4066]

I'm sure what they are referring to is drivability, remember their bread and butter customers are racers. The meat and potatoes of their customer base is street car guys. And they tend to not Dyno tune to optimize a combo, and they trash a company when their 650 dollar or more carb doesn't work perfect right out of the box. So they side step the issue by selling them a small carb that will be responsive on the street for a novice. Be amazed how many guys I've spoke to at local car shows that honestly believe their 383 sbc with dual plane intake and 650 carb is optimal, try explaining to them a dominator jetted right will make more power, be more responsive off idle etc. They refuse to believe it. I blame Edelbrock and Holley etc for not educating them better.

[@roberthatcher9579]

What intake you runing

[@WeingartnerRacing]

Ported brodix bm1000

[@Darren87aero]

29:01 Snoopy approves

[@treyrags]

You nailed the main reason you can use a larger CFM rated carburetor than your engine actually ingests. Reduction in pumping losses. As long as you can maintain a good signal to the booster you can increase the size of the carburetor to reduce the pumping losses. It's all about type of use, size of engine, and RPM range. We have used as much as two dominators on a 331 cubic inch engine back in the day. But it operated between 8500 and 10000

[@nosnerd1967]

I remember you from SPEEDTALK

[@cathygambill1554]

Flow IT?

[@flinch622]

I'm no physicist, but I wonder if those steps on the Sniper are purposed in location to create a turbulent lower pressure area across the fuel holes. It wouldn't be very deep, but heck: if only 1 or 2 mm zone off the wall is needed to produce the zone needed to begin atomization, then that would be clever. Yes, there would be a cost of lower real airflow - mathing out cross section would give a number never achievable. Have some fun and bench test that sucker. First, flow out of the box. Second, get rid of your ridges and see what happens - I'm guessing something falls down, and you have a paperweight. Are you sure that's a one piece? I can't figure out how to put those holes there except by placing a pre-drilled ring [with interference fit to prevent unwanted fuel delivery and stay put].

[@ericbrandt829]

My friend who has forgotten far more than I will ever know has always told me Carburators do a really good job if properly designed....He discussed the whole fuel droplet sizing thing.....Called "Fuel Granularity" saying the size of a carbs drops are smaller and finer....Smaller makes for a better mix....Also the booster venturiis help cool the incoming charge....My friend does lots of EFI work too on cars and motorcycles....In fact he contracts for a famous oil company doing fuel & lubricant testing. I'm pretty sure those venturii steps in the throttle body are a desperate attempt to create turbulence at the point of fuel entry to try to help atomize the fuel mixture. One other interesting thing....My friend knew the guy who did the Jaguar Formula 1 electronics....When they shut down the racing division he was transferred back to OEM automotive group and did ECM and fuel mapping on a few models and he said....Making an EFI system run properly in all weather and driving conditions was the hardest project he ever was tasked to perform in his career at Jaguar....

[@Adrianzx]

Cfm rating doesn't mean much if your engine can't take it in

[@joshchauvin5585]

A finely tuned carb (hardly often seen) will always outperform most fuel injection

[@b.c4066]

Shocked Holley doesn't allow the end user to "stagger jet" their 4bbl tbi units, sniper, terminator, none of them. If they did it would be much more versatile in a blow through setup.

[@craigmatthews5887]

Put a camera above the carb & Injector & compare.

[@xxdabroxx]

Your air conditioner isn't that annoying, don't worry about it.

[@martyhatfield1625]

I wish I had a air conditioner in my garage to annoy me.

[@ryanpoe3054]

Try a Predator!

[@stephencowley8585]

1/10 for 3-5 mpg for a street car is an acceptable sacrafice for me personally. I can gear for a tenth,Or drop weight etc. + Mpg means more money for parts. Gearing up on a carb is gonna cost you all the way around.

[@WeingartnerRacing]

It got the same mileage with the carb. If they are tuned right it’s about the same.

[@stephencowley8585]

@@WeingartnerRacing I don't doubt you. I've never fully committed to dyno tuning. The closet I ever got was running loaded mode simulated axle weight drives measuring AFR at the tail pipe on a smog dyno. It just seems like a feedback system would work better probably because I'm cheap and stubborn. Appreciate the reply too. Hope you have a blast out there. Running a business is hard being good at it is a long lost art.

[@ronbrooks6322]

the sniper is obviously to small for the combo.

[@nosnerd1967]

Consider a better mic

[@racerd9669]

First thing there is no such thing as a 1000 cfm 4150 series carburetor. Berry Grant was the first company to advertise DRY flow numbers. And Holley always was using wet flow numbers. So on a 4150 base plate the largest throttle blades that can be fit into the base is 1 3/4 inches. This will set the max flow rate. So the largest 4150 carb has always been 850 cfm WET flow. Second thing is the major reason a carburetor will always make more power than the fuel injection is in the Emulsion tubes. The main air bleeds are at the top of the emulsion tube as the fuel enters the emulsion tube AIR is added into the fuel. Which makes the fuel more burnable. There is NO electronic fuel injection system that does this. That is always the power difference between the two. Not CFM. If you look at a mechanical fuel injection system you will see that the nozzle has a little brass filter on top of it, this is the point at which the emulsion air enters into the fuel.

[@WeingartnerRacing]

Braswell has much bigger 4150 carbs.

[@racerd9669]

@@WeingartnerRacing But the throttle blades are still 1 3/4 inch

[@WeingartnerRacing]

Nope bigger.

[@jamiebrown4322]

@@WeingartnerRacing yep. They spread the bores to get up to 1.79” dia throttle bore and 1.68” venturi. Also I notice Braswell selling efi delete kits for those disappointed in efi and want to return to carb. Must be to do similar to you are doing when switching

[@alanhill5513]

@racer D. Isn’t that backwards? I thought Barry Grant was credited with publishing “wet flow” numbers. He reported used a non-flammable liquid with the same specific gravity of 14.7 stoic fuel. They showed a picture of his special wet flow bench in the magazines back in the day.

[@mikeg4163]

Air conditioner on every video....lol. t shirt material.. “let me turn off the air conditioner”

[@stuartbuckley8720]

I watch to the end.

[@coryholbrook4643]

Ever stop to think that those sharp edges are there to create a low pressure or turbulent zone to draw the fuel from the walls around the discharge ports into the air stream? They are directly above the ports and nowhere else. Also, you never mention how you or if you tuned the Sniper. I can tell you from experience that it is not a slap on and go package deal. It takes time and testing to get it right. It’s ok at self-tuning but not great. If you datalog your runs you’ll see how often it’s off the mark as it adjusts constantly to match your target AFR tables. Your target AFR tables have to be right because it’s what the ECU uses to adjust your fuel tables. I’ve watched a few videos of carb guys doing comparisons and just about every one of them is the same story, compare a tuned carb to a fresh Sniper install.The Sniper will always lose with those rules employed. That every run with the Sniper got better until you ran out of time says you may not have had it dialed in yet. Carbs are a lot more forgiving for an imperfect tune since much of the metering is done by airflow and the pressure drop through the venturi. The jets merely somewhat limit maximum fuel flow instead of determine how much is needed for the given conditions in the carb unlike a fuel injector where what it squirts out is determined by a computer guessing at conditions based on sensor input.

[@WeingartnerRacing]

Nope. The sniper was used for almost a year. Many trips down the track and chassis dyno time. It was well tuned and not a Holley self corrected tune. It never had to correct more than 3%. The carb on the other hand is just a mule carb I use on engines to dyno. It’s afr was not close and still beat the well tuned sniper. Now that the carb it is even faster now that it’s right. Efi guys always think carb guys can’t tune efi. We have been tuning afr for a long time. Just because you think it needs a certain afr doesn’t mean it runs best there. The carb is great at giving the engine what it wants.

[@coryholbrook4643]

@@WeingartnerRacing I started out learning how to tune by tuning Holley and Demons with a wideband O2S. It’s not that I believe they can’t, it’s that so many don’t. Like i said, I’ve seen several comparisons and each one has been run the carb, get the numbers. Warm up the engine with the new EFI and get the numbers. Oh look, carb wins. Since you made no mention of the time you spent on the EFI how was I to assume you did anything any differently? I got tired of everything stinking like fuel and having to remove the bowls and the mess that entailed every time I needed to make an adjustment so I swapped over. I don’t miss my old carbs but I’m still messing with my EFI tune.

[@WeingartnerRacing]

@@coryholbrook4643 in many videos before this one you would see the sniper in use and what was done. I don’t have a preference of efi or carb. I just want power and the carb did it this time. I think people like efi sniper setups because of the self learn. There is no self learn with carb. So if user doesn’t know what to do with the carb they have to figure it out. Most don’t have the bandwidth to do that. However if they suck at tuning a carb they are still going to suck tuning efi. That is why many can’t get the efi to work either.

[@coryholbrook4643]

@@WeingartnerRacing I’m new to your channel. Don’t have any history with you.

[@1966badnova]

Holley strikes again. I bought their original 4 barrel fuelinjection throttlebody. JUNK!!! Sent it back to holley on an even trade for a 850 annual discharge...junk too. Ended buying a used 850 drop booster carb. The reason I think Holley wont grind down the screws and adjust the blades is because of liability. They are afraid of a throttle plate falling off or going over center and hanging open thus being sued. Really?...on something that racers are going to tweak any way. Now for the ridge son the bore. Just pain lazy and cheap. They want to mass produce crap.

[@shvrdavid]

The steps in the throttle bore are there to accelerate the air column at the bottom of the bore. In doing so you get increased velocity, and a pressure drop. Think of it this way. At the top of the bore (which is slightly larger) the air is moving at a slower speed than at the bottom. A set volume of air is shorter at the top of the bore, and taller at the bottom. 1 cubic inch of air at the top of the bore, is slightly shorter than 1 cubic inch at the bottom. Because that 1 cubic inch at the bottom is taller, it has to go faster. Adding the hard steps, makes it have to go considerably faster as well. Airflow is disrupted at the step limiting the diameter of the air actually flowing which makes that cubic inch even taller, increasing its velocity even more so. That flow disruption is also why it doesn't flow anywhere near what you think it would based on the throttle plate size. If you remove the steps and just make it taper down it will still have a velocity increase, but atomization will suffer a bit. You would probably never notice the atomization difference in drag racing thou. You will notice the cfm increase.