[Music] e [Applause] a hey guys this is Eric W with W racing you're probably thinking what did I just see what you saw was a dino test done with a dual plane manifold with a dominator carburetor and I know you're thinking that sounds ridiculous well so did I this got recommended from uh some viewers that watch my channels and they said you keep saying whenever you put a dominator and stuff it makes more power and so far every time I put put a dominator carb on any kind comination it has made more power than the 4150 but I had never done it on a dual plane so someone said why don't you do that I thought why not the results are amazing it shocked me beyond belief and I will share those d results in this video and a comparison graph so you can see them but before I do that I want to do some explaining and obviously I need to say this these are not the parts that were used in the dyo test with the exception of the spacer these are just here for demonstration purposes because the intake that was used it was actually an AFR part number 4812 dual plane intake manifold and the carburetor was used when it was 1,000 CFM was a th CFM race Demon carburetor but it was essentially looks similar to this it was actually done by this guy right here um Mark whiter he's um as you could tell lightning racing carburetors this is one of his thousand C ofm methanol ones but anyway he's the one that did the carburetor it it works great however the 1050 that you're seeing in the video is not this one this one I did not Dino test I don't have it here because I leave it at the dino shop you might say well great what 1050 is it and I highly recommend this carburetor it's a holly Sportsman 1050 Dominator and it's got many you can go back and watch some of my old videos and I actually show a whole lot of the with it it's got many of the nice features that you'd expect it's got Billet miroring blocks um it's some some of the pieces are cast but it's one of the cheaper dominators that they sell now it's not as cheap as this version but but it's much better one so I think at the time when I bought it it was 960 unfortunately because of inflation they're like 1160 now here's the important part with that carburetor I ordered a two circuit carburetor not a three circuit and you're like what do you mean sometimes you can go on these dominators you can kind of tell usually you'll have and this one's been highly modified so it's different usually you'll have an air bleed on the outside and that's for idle and then you'll have one just a single one that's in here for highspeed air bed for when you're it's in the main wide open throttle that's that air blade that's used that's two circuits reason why two circuits you have idle and you've got wide open throttle a lot of the Dominator carbers are like this one this is called a three circuit you've got your idle your intermediate so this is kind of like when you're tipping in or rolling in and then you've got your um highspeed one I don't like these and I'm going to tell you why these are seem to be more difficult to tune and some carbers I mean have have a lot so like it's very unusual for a 4150 to have three circuits this one does um well actually I think it's plugged so one of them is plugged anyway but it's very unusual to have three circuits on a 4150 but typically they just have two to me two's just easier it's so much easier with the problem with a three is you can have a spot where it'll go lean Rich lean and it does weird stuff so for instance when I was dining I was dining with a 10 a different dyo test not on this not on the Dual plane I was using a different 1050 carburetor was E85 it had three circuits and the problem with the three circuits is that one would be super super super super rich when you roll in like in the nines and at the top of the pool it would be super super Lean Like 135 so it's like you you can't just change a jet to fix that so if you tried fixing the high speed you'd make the low speed wor so you'd have to go in there with idle bleed the air bleeds and um not idle but air bleeds and change that it just adds more complexity to it and generally this is me being General usually anytime I've gotten a three-circuit carburetor with the exception of some of the Holly ones out of the box like their Gen 5 ones in general they're way off they're out to lunch some spot in the ram doesn't matter your carburetor Builder better be on point because they mess those up and it messes up at least one part of your curve and two circuits are just simpler best way I'm getting that so if you're which most of you guys are watching Myan or trying to do things on a budget one that's probably a cheaper carburetor two much easier to tune for you guys and it made a piece of cake for instance that Sportsman carburetor that Dominator what I'm talking about initially when I got out it took out four jet sizes all the way around and it was D on a dual plane I've never changed sorry it was D on a single plane I've never changed Jets on that carburetor since and it's had the same air fuel ratio with with three different sets of heads God knows how many intake man manifolds so Holly Sportsman 1050 two circuit recommend now anytime we've done a swap where you have a 4150 base uh manifold this has been the magic spacer this is an hvh one and it's an adapter and if you notice it's a tapered Four Hole so it goes from your 4150 base and you've got your 4500 top I have done ones that are just a simple V you know just adapter without all the Clover without all the tapering and uh in there and they're not near as good this is the magic and I'm not even going to lie this thing is insanely expensive like 300 something bucks very very expensive but every time we put a dominator on a 4150 I'm using this spacer and this one has been gold so Dominator onto this put on anything it works so the first test that was done in case you want to know the engine specs I'm going to try to put in the description if I get time this engine is a four 6 small block Chevy 11.2 compression ratio it's got a solid roller cam 260 duration on intake 270 on exhaust 685 lift on both intake and exhaust it's a 108 lobe separation this cam comes from ersen and they make amazing cam shafts this thing is nice on valve train and it makes power so that's the cam shaft the heads on it were used were the AFR 227 competition Port heads also fantastic heads very very impressed with those they about 322 on my bench the intake manifold of course I've tested many different ones but the one that was specifically used on this intake manifold test with the Dual plane was not this one it was the AFR part number 4812 the reason for using that manifold is because when I tested against this manifold this is the performer RPM the AFR actually made more torque the lower RPM by significant amount this one only beat it at the very Peaks now you might say well how is that compared to an a gap I have no idea I've never never tested one but I do know that the AFR intake definitely makes more torque and the lower RPMs than this so and it's matching it almost at the top for Peak power so I was like I want to see exactly if I can get that dominat how much we can bring up that low in torque so it was a great test when I was testing with the 4150 what I had in here so this is not the carburetor used like I said just for demonstration when I was testing with the 4150 I used a 1-in open spacer because from previous testing using a 1-in open spacer with the Dual plane made the most horsepower and torque especially even down low so that was used that way when it got switched it looked like this Mo the carbers out of the way this is a tapered one by the way the tapered one on the Dual plane sucked using an open this is how it was tested with the Dominator get close here we go sorry about the movement this is exactly how it was tested boom no other additional spacers just that one spacer and that's how it was ran you might be saying did you add any jetting did you have to change any jetting to how did it run it ran flawlessly no jet changes were needed probably could have just to gain a little bit more power but it was right there close and I'm talking about a little bit of power maybe three it was magic how did it run did it take off and did it accelerate did a b perfect absolutely perfect which goes back to the fact that a lot of people when you see Domino like you can't run those on the street if they're tuned properly they work fine especially the two circuit because I'm telling you it took a load a lot better than sometimes when the 41501 did so two circuits way to go don't believe the miss about the Dominator doesn't work on the street typically it's because there's some three circuits and some of one of the circuits is out to lunch but I'm telling you when you get the carb right it just works but you're still saying you've taken too long can you show the dino numbers let's get to them cuz about to have your mind blown away okay I'm going to show you the numbers you may have a hard time seeing it on your phone but I'm going to get it as close as I can so that you can observe it if you're like I hate looking at numbers on phones these these numbers are available the entire Dino session so this is just one part of the gigantic dyo session that was done with these AFR 227s I also tested three different tunnel Rams E85 triy headers a bunch of different stuff those are all going to be in a print version like a book like this and it's available on my online store to do that go to my website wen.com you'll see a link to my online store and you can pre-order the book anyway that'll have these numbers the everything I'm showing you plus a bunch more that goes with it but anyway here we get to it so let me zoom in real quick to show you what this is this is our Baseline this is the AFR spacer 1-in open spacer and and this is the th000 CFM 4150 carburetor so this is a kind of like how you'd run it except for most of you like would tell me it's too big of a carburetor unfortunately I mean to tell you every time so initially when we started testing by the way we started with like an 830 the Thousand CFM gained more so what about drivability no it's still drove like a champ so when you could throttle this up Snappy response and everything so that small carb thing that's not true but anyway here's our Baseline so if we look at it and remember these are AFR 227 Heads This is not a matched combo I would say because you have a race head race cam dual plane intake manifold and look if we look at Peak power made 592 and it made it at 6,400 RPM just for the record when the single planes on there so like our super Victor it makes Peak power at like 68 so the Dual plane really held it back and made it 592 at 6,300 torque though and this is what the engine marting part is 541 and it's at 5100 r RPM you can ignore this air fuel ratio and the volumetric efficiency the reason why is that sensor was um wrong because I think the air hat or something's messed up something's wrong with that so those numbers right here and here are false because it's not 20.3 to1 um that would tear up stuff it probably actually wouldn't even run so anyway ignore that and that but fairly good numbers so 541 torque is pretty good but remember this is 4150 watch this this is the Dominator so the Dominator gets put on with hphh spacer this thing only flows 50 CFM more look at this so Peak now goes to 600 so remember is 592 before now it's 600 so it gains eight horsepower that ain't even the story look at this torque 552 foot pounds of torque at 4,900 RPM which I'm like oh my gosh not only that and I know know somebody like you should have started your pools earlier I want to see what torque it makes at the lower RPMs this engine is not a tow engine um this is more like your bracket race engine so a person might have like a 4,500 stall or higher um so it makes no sense to run it down that far anyway but if I look where it rolls in 528 foot pounds of torque at 4,300 if you have a tow vehicle you're probably going to kick down to 4,300 anyway 528 foot PBS of torque that's insane it's so insane that I was like well that's that's weird well in the same Dino session I had also tested a tunnel ram and it's an elder Brock Street RAM and before all the testing done before the one that made the most torque especially down low was the eler Brock Street Ram so I'm just going to pull that out to show you the comparison real quick of course I put it in the wrong stack here there we go so this is the elder Brock Street Ram now it has had and it's got two two 1,000 CFM Demon carburetors 1in tapered spacer It's usually the best torque especially down low now check this out so we're going to go up 43 it made 512 with the street Ram look what the Dual plane did with the it's insane at that same point it's 528 it was making more this is the first time anything's ever beat the torque down low on the El Brock Street Ram nothing has until now it was with the Dominator so it's wow it's mindblowing now I've got to say though at 5,000 from 5,000 on the street Rams King it destroys it I mean look 612 horsepower and 67 compared to 600 um so yeah and it's it's just blowing away but I know you're like well that's I can't see nothing if you had a graph I have a graph here you go so what we have in the red line is the Dominator the black line the th CFM 4150 everywhere you can see at the Peak at about 7,000 yes I spun it that far they're they're almost closing in in each other you could tell there it just doesn't make any more difference the dominant but everywhere and especially look at this in the mid-range right here at 4,800 Wham what a big pickup starting the pull lower it's it's huge the things I'm outstanding it's outstanding this has made the most lowend torque of any of the manifolds tested with these heads so far it's it's crazy crazy so AFR 4812 intake manifold highly recommend Dominator on it highly recommend um I know you're like that looks ridiculous yes it does but if it works doesn't doesn't matter I do plan to do a follow-up test on this so this is obviously with the small block Chevy which if you do the math at all this is way more CFM than it's needing for a 400 small block Chevy uh way more CFM so this shouldn't have happened from just 50 CFM more so there's definitely more happening when it tapers down and then flares out so that whole velocity cone thing uh or ventor effect makes a difference that's that's huge I do plan to follow up on this when I do the 540 big block Chevy Dino meal that I use I plan to do something like this again with a dual plane on that cuz I think that one will show even bigger differences maybe not but that's why we test anyway guys thanks for watching if you like to see these in your hand go buy the book like I said it look something like this go to my website W engines.com links on the homepage buy the book so anyway guys thanks for watching remember I do not Port cast iron heads I am definitely no Superman you guys take care
