1050 Dommy Vs. 1050 4150 series carb?

I have a hard time understanding how a 1050 4150 series carb can flow the same as a 1050 dommy? Looking at them it doesn't look possible.
 
 
Can you take and dyno an engine with a 1050 dommy and then bolt on a 1050 4150 series carb and get the same results?
 
 
Maybe somebody can explain this to me.     Tore

booster size and restriction.

The spacing of the bores plays a role also.

A proper 4500 carb will make more power.

Tore wrote:I have a hard time understanding how a 1050 4150 series carb can flow the same as a 1050 dommy? Looking at them it doesn't look possible.
 
 
Can you take and dyno an engine with a 1050 dommy and then bolt on a 1050 4150 series carb and get the same results?
 
 
Maybe somebody can explain this to me.     Tore

I have often thought about it too Tore. I always thought it had alot to do w/the amount of air that could flow through,but sure don't look like a 1050 4150 could flow nearly as muck as Dommy. 

It just reinforces the fact that CFM of air flow is important ..... BUT, it isnt the entire story..... 

To me it just doesn't look possible.


Tore

Lem Evans wrote:A proper 4500 carb will make more power.

X2 Booster and Venturi configuration is alot better in the dominator.

Lem Evans wrote:A proper 4500 carb will make more power.

Not figuring ANY part throttle levels or transient responses and just Wide Open Throttle positioning:

More PEAK torque ... yes.
More PEAK horsepower ... most of the time.
More street/strip power UNDER peak torque ... almost never.
A better average in all power over the entire USABLE range of RPM ...sometimes.

USABLE ... is the main thing here as different scenarios and the way the different engines and vehicles  are used will change the definition of what USABLE means.

It is NOT so "cut and dried".

Who the hell wants to operate under peak tq. , that's no fun

If a guy was looking for a good performing carb with great part throttle the QFT 950 would be the way to go i.m.o.

On a dragstrip, in a car with a transbrake, I tend to think of my Dominator as a sort of "air/fuel toggle switch"...it's pretty much either ON or OFF, so to speak. Obviously, street use puts much more fussy demands on a carb, so peak power numbers may have to be sacrificed a bit in the interest of road manners.

I do agree that the Dominator is the better power maker when the "toggle switch" mode of operation is in play.