[Mike S]

Wondering if anyone did back to back test of an 850 and 1050 holley. Right now I am running a 1050 with a 1.500 restrictor plate along with 200lbs of ballest to slow up to 10.00. Now the air will be getting better thinking of putting an 850 on it instead of going any smaller on the restrictor plate. Just wondering how much the 850 will kill the et.

[Skip Fix]

No track testing but dynoed my 850 vs an 8896 on my 500". It was a 4150 intake so had the 2" adapter to use the 4500. No difference.

A friend had a 461 in his 63 Tempest with the 8896 on a SD modified Holley intake that we swapped a 1" 4150 to 4500 intake and a 100HP (basically 850) with a Brasewell baseplate that took 4500 pattern on a 4150 and he picked up 60 ft and driveablity. 10.50 car.

[Dragncar]

If you are bracket racing you are better off with the 850.

[Scott Stoneburg]

Back to back tested an 850 annular discharge carb( 830 CFM) against my 1050 Dominator. Did the testing on my 462, 4150 Victor manifold and a adaptor to mount the 1050. I don't remember exactly but a little more than a tenth in the 1/4 mi.

[Richie Hoffman]

Back to back tests at track yrs ago 850 then switched to 1050 8 hundredths slower with 850

[Tom Vaught]

Originally Posted by Richie Hoffman

Back to back tests at track yrs ago 850 then switched to 1050 8 hundredths slower with 850

Have to agree with that. Did a test on a 462 engine, #4781 vs #6464.
The Dominator was a 1050 cfm carb. It had the individual airhorn towers
but no choke provision. Based on the time frame the carbs were basically the same, #4781 a bit quicker and the #6464 a bit more charge on the top end.

1150 would have probably been a mirror image of the 1050 but maybe no real difference on the size of the engine tested. 427 chebby L-88 bottom end and ZL-1 heads.

Tom V.

[25stevem]

If your motor is not set up ( set up combo wise ) to use all the air flow any given size carb can provide, then dropping down to a somewhat smaller carb while it might slow the car down will on the other side of the coin keep the car more consistent with weather changes.

To find this out hook up a vacuum gauge that you can see on a time shot run, and if you find that at 200 rpm before peak rev’s that you are seen that you are pulling more then 3/4 in hg, then there’s a good chance you could make use of a bigger carb.

Any vacuum of 1 inch or above is a sure sign of the carb being too small at that rpm.
Just keep in mind that once your motor hits the rpm of peak torque. Your combined flow system ( heads , intake , carb , cam , manifold, headers) has been taped out already.

Any of the 6 above could be the cork to making more torque at a higher rpm.

The more torque you make at any rpm will also be more hp.

[Mike S]

I have the 850 sitting around just bought a dominator base plate for it. I will be trying it next week.
I just think going to small with the restrictor plate on the 1050 may affect air fuel delivery.
I am hoping that it kills 2 or 3 tenths. Last year in the fall I ran it all out with no restrictor plate or ballast. Ran it to the 1/8 since I am not legal to go into the 9's. It ran a 6.04/112 with a 1.29 60'. So I need to kill some power to go 10.00.
Next year I might lower the comp. from 12-1 to 10.5 to run pump gas and still go 10.0's in the summer.