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Watch the video on Gold's Garage channel with Bill Little and the Mopar 440 engine dyno test. They show how much the carbs flow on the dyno. They also thought that the flow numbers were incorrect on the 950 Holley, but they were wrong The 950 has smaller venturis than the 850 with the same size base plate. The smaller venturis are what make it flow more, not less. It apeeds up the airflow.

Great video Bub Gluten. Canaduhians...eh.

That is the color of my 1972 Runabout. I rebuilt a 260CI Shelby badged V-8 from a Sunbeam Tiger and swapped it in along with 4-speed manual trans, and later a C-3 (I think) with shift kit. Sounded great with the headers uncorked, and surprised a few Mustangs on the road.

On any carburetor there is always a compromise between metering signal and airflow and you have to make a pretty large change in CFM to make a significant difference in performance but fuel curve and mixture quality is more important. On a 4150 style Holley carburetor there are better and worse combinations when it comes to this compromise. Any model where the venturi diameter is small relative to the size of the throttle plate is usually a more effective carburetor. A 4777 650 for example has a smaller venturi than a 4779 but the throttle plate remains the same 1-11/16 size. If the 650 is custom built using a down leg stepped booster instead of the standard straight leg it can become a very good piece that a 4779 would have a tough time out running on the track. The 850 was interesting because it introduced the 1-3/4 throttles but also the 1-9/16 venturi, this wasn't the best compromise and many people used to build a carburetor using the 4779 body with the 850 base plate. Later the 950HP evolved from this combination and using a down leg stepped booster and a body design that's built with no choke horn etc it became a really good off the shelf model. Does it flow 950? No but usually it'll out run an 850 pretty easily on an engine because its a better compromise when it comes to mixture and fuel curve.

There are other factors that allow the flow of a carburetor. All I know is just do not buy a another brand. .

The venture choke point and booster size may make the difference. Also if the stock jet is bigger it probably flows more air

Engine's are air pumps, that pump so many CFM's at a determined RPM. This can be calculated and is a good starting point for carb CFM needed. Check the carb size by vacuum, at full load and peak RPM. If you are seeing more than 1" of vacuum, your carb is too small. You want, 1" vacuum or less. That's pretty much how I do it, and have proved it on an engine dyno. Hope this helps?

When I flow tested Holley carbs (billet BLP parts) on a Superflow bench I would do so with the metering block area of the main body taped off on both sides so that no air could be drawn in through the boosters. I would flow each barrel individually so that I could match them when I "ported" or removed the casting flash in each venturi. They weren't too far off from factory ratings, usually they flowed more because of the aforementioned porting and also thinner throttle shafts. I had to convert from mercury to water column so the pressure drop was 20.4" of water for a 4 barrel and 40.8" for a 2 barrel. I agree, the other companies making Holley knock off's are not flowing their stuff...an annular discharge booster always flows less than a down leg or straight leg. Wet flowing is another thing all together...the numbers are lower because of the fuel displacing a portion of the air. Richer mixtures for blown applications or Ethanol, Methanol, etc. will flow even less...making the numbers look less impressive on paper. People should pay more attention to how much manifold vacuum their motor is making at redline to see if their carb is a restriction rather than paying attention to advertised flow figures. Good video!

My holley HP 950cfm has a 1.600 venturii

4 barrels 1.5 in vac below the trottle at wide open 2 barrels 3 in below the trottle on a flow bench is how they are rated

I dont know why this would be BS. They have flow benches to measure it. I suspect every carb flows less than advertised because the flow bench is an idealized condition. That cfm rating on the bench is probably at a 14.7 PSI pressure difference. In the real world, you never see that because most places are above sea level, and there are upstream restrictions like filters. Any upstream restriction will also cause a pressure drop ahead of the carb. That doesn't mean you can't use idealized cfm as a comparison tool.

Interesting

F.Y.I. Using a 50cc pump with 30 cc pump cam will provide the same pump shot as a 30cc pump. No need to put a smaller one on unless it interferes with the intake or something.

Awesome engineering!

Pinto's ROCK!! Used to go 30 miles on a gallon of gas and a quart of oil!😂😂

We got 7 students in one back in the day,.3 chicks and 4 boys went to the dance.

Stand a little closer to the mic, dude.

I still remember carrying that block downstairs.

She,s cool!!!

Sweet machine!

Wow Clayton great idea

Not your first rode great channel

Thank you!

That is really cool. Needs to be at NNN!

That truck will miss you as much or more than you miss it.Sad day for those who understand.Goodluck to both of you!😥👍✌🇨🇦

Like it nice job

I have a 1953 International R-110 that my Dad bought in 1958. I was just a kid at the time but I still have that truck in my garage. It hasn’t run in years but I would never part with it. Your truck looks very nice.

😢😢😢👍🌟

55 kornbinder or hay bailer ?

Really awesome truck ! 😁👍

U didn’t even show the engine. 😢

Nice looking truck for the year ,you don't see to many old international 's around

Nice old truck. A friend of mine had a pick up truck that year

Very cool truck!

55 International is my guess.One of the most over built trucks ever made.Patina is perfect,you know ,your gonna regret selling it.I can hear it in your voice.Keep track of it.I had a 66 1ton,4 whl drive,304v8,4 spd,A true beast.I used to grade driveyway"s with the snowplow. Unstoppable.

I'm old school I worked for my neighbor and he had an international pickup

Nice looking old truck. I wish they still made them that simple again. Looks like you did a great job on it.

As a Swed it's fun to see someone over in the US appreciate the old Swedish rifles, as a gunsmith I have worked with many 1600 modell rifles. But now spare parts is impossible too find but they realrly break. the biggest ting is that the new hunters wet dream is a Blaser or if they can't aford it they go with Tikka t3. Keep up the work and keep us posted!.

Is there a particular reason you decided to run the scope so high and back so far?

The HVA actions were quality made and your rifle is a classic hunting rifle to be proud of. Nice job! I am also a fan of the 6.5x55 Swedish Mauser cartridge, but a 270 Win is a truly classic caliber, and I have one of those too, that I made on a M98 Mauser.

You and me have more even more in common. I am huge 6.5x55 swede Mauser fan.

If you sit back far enough when you drive by people will look through both door glasses and it will look like the invisible man is driving. Cool!

Nice

Time for Lock-Tite. My brother had the same thing happen on his 2.3L Mustang.

Those ford racing lifters with the h on the end of the part number I believe will help you with your top end problems, when I was running them my car seemed like a beast everywhere then I switched cams and couldn't run them because the oil hole in the lifter popped up out of the lifter bore, so i ran some of the cheaper link bar lifters and it didn't seem as strong so I blamed it on the bigger cam so I switched back to the original cam and left the link bar lifters in it so I wouldn't have to pull the heads to get the link bar lifters out but now although it still pulls like a freight train its like its lost a lil bit of it's tough touch , but I don't know if it's that or this heat that we are having but im going with a set of trickflow 11rs and Im going to put the H racing lifters back in it with the swap. I feel like it be back to itself once I do that.

Many years ago a friend missed a shift in his 4 speed 360 Javelin and bent the pushrods. I agree your valve springs may have weakened and could be causing high RPM valve float. I had that issue with a Mustang SVO engine and remedied the problem with an upgrade to LS style beehive springs.

Interesting combo.

Nice description of your high rpm issues. There are a couple of things to check. If the trans allowed the rpm to spike. The parts may have ran lean when you obviously got off the throttle. Scope the chambers and look for any damage. The ignition may have been effected or damaged. With my latest videos, also check valve springs. Pull one and see if they have lost some pressure. They may not be able to control the valve train and are getting weak. Your compression tester may be lower value, but the compression variables is all that matters. A 6 psi difference is good. I would be willing to bet...the valve springs are your high rpm issue. Or a combination of springs and ignition. Nice car...

Nice video! I'm not sure about the top end problem.

That was an interesting way to test. Great idea!