1050 Dominator
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1050 Dominator

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    Default 1050 Dominator

    Am having a 565 chevy built. Am going to run single carb. Builder recommending 1050 dominator.
    Curious about driveability when idle and off idle to slow cruise putt-putt. Wife will be driving boat alot and don't want beast to be loading up and poppin'. I don't think she would be impressed.
    Looking for input. Any body have this set up? How's it run on the bottom? I'm sure it'll be real happy mid and up, but real curious about the bottom end..

    Thanks
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    steelcomp was here
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    Quote Originally Posted by rightytighty View Post
    Am having a 565 chevy built. Am going to run single carb. Builder recommending 1050 dominator.
    Curious about driveability when idle and off idle to slow cruise putt-putt. Wife will be driving boat alot and don't want beast to be loading up and poppin'. I don't think she would be impressed.
    Looking for input. Any body have this set up? How's it run on the bottom? I'm sure it'll be real happy mid and up, but real curious about the bottom end..

    Thanks
    A single 1050 on a 565 should run perfectly if set up correctly. No reason for it not to.

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    I've never owned a dominator. Afraid it's some race only piece. I don't want an off/on switch for a carb that is a total p.o.s. around the docks or if, heaven forbid, I were to pull a knee board or two.. Thanks for the input.
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    Run a 4.5 or 5.5 power valve in the front only. My 565" Ford run's on the primaries only up to 50 mph at 4,000 rpm's( Save's a shit load of gas) that's the old 855 hp engine.

    We could water ski all day or tow kid's on tube's and the engine idle's between 900- 1,000 rpm's with good size roller cam. One turn of the key and the engine comes to life.

    Choose a 1050 or 1150 annular booster carb and you'll be fine.

    How strong of a engine do you plan on building? What head's and Cam ?

    Sleeper CP
    Big Inch Ford Lover
    Last edited by Sleeper CP; 01-04-2008 at 08:40 PM.

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    Use an 8896 Dominator on a Super Victor, Dart, or Brodix manifold. They are calibrated for single carb use on a open plenum manifold and will be pretty close out of the box. Go to any NHRA drag race and you'll see several hundred Super Gas/Super Comp cars using 540-632 BBC with a single 1050. They have to drive to staging lanes and back to the pits after a pass. They need to idle clean, come up on the chip, on/off the throttle stop with no BS. Set up properly, it's no problem.

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    The part number 8896 is a two circut carb. I think the 9375 1050 "three circut" is an over all better suited carb that will be used on a boat for skiing and wake boarding. (IMHO)

    Sleeper CP
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    Quote Originally Posted by Sleeper CP View Post
    Run a 4.5 or 5.5 power valve in the front only. My 565" Ford run's on the primaries only up to 50 mph at 4,000 rpm's( Save's a shit load of gas) that's the old 855 hp engine.

    We could water ski all day or tow kid's on tube's and the engine idle's between 900- 1,000 rpm's with good size roller cam. One turn of the key and the engine comes to life.

    Choose a 1050 or 1150 annular booster carb and you'll be fine.

    How strong of a engine do you plan on building? What head's and Cam ?

    Sleeper CP
    Big Inch Ford Lover
    Thanks for the reply. Engine should be around 750 HP. Dart heads (I believe 325cc w/ inconnel exaust valves). Uncertain of grind of HR cam. Don't think builder has decided yet. Engine to rev 5,800 - 6K. What you had is what I want. Thanks again!
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    Quote Originally Posted by Sleeper CP View Post
    The part number 8896 is a two circut carb. I think the 9375 1050 "three circut" is an over all better suited carb that will be used on a boat for skiing and wake boarding. (IMHO)

    Sleeper CP
    Big Inch Ford Lover
    Definitely want 3 circuits.
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    steelcomp was here
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    Quote Originally Posted by Sleeper CP View Post
    The part number 8896 is a two circut carb. I think the 9375 1050 "three circut" is an over all better suited carb that will be used on a boat for skiing and wake boarding. (IMHO)

    Sleeper CP
    Big Inch Ford Lover
    Three circuit carbs tend to be a little fat at part throttle. The two circuit with the PV set up like you mentioned is a much cleaner carb at part throttle or for cruising. The old 6464's were terrible at part throttle, and the 9375's intermediate is leaned out quite a bit, but still fat at PT. They are awsome at WOT, but that's all they're designed for.
    Last edited by scott foxwell; 01-04-2008 at 11:07 PM.

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    Quote Originally Posted by steelcomp View Post
    Three circuit carbs tend to be a little fat at part throttle. The two circuit with the PV set up like you mentioned is a much cleaner carb at part throttle or for cruising. The old 6464's were terrible at part throttle, and the 9375's intermediate is leaned out quite a bit, but still fat at PT. They are awsome at WOT, but that's all they're designed for.
    I actually handn't thought of that I just know the 9375 that I have used since 1992 has worked great, conserves fuel and has never seemed to fun fat. I do know that with the load at 3,200-4,000 part throttle a little fat might be better than a little lean under the load condition to keep the engine fed and cool.(just my .02)

    I'm starting next season with my C&S Aersol billet carb. It was wet flowed for two hours to be set up with out a PV and I have been told it will not use any more fuel than my 9375 at less than 1/2 throttle. I actually don't beleive it, but we'll see:


    Sleeper CP
    Last edited by Sleeper CP; 01-05-2008 at 09:03 AM.

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    steelcomp was here
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    I think if the three circuit carb has interchangable orifices and removable air bleeds it can be made to work fine. That's the nice thing about the newer billet carbs.
    The 9375 is set up as a 2x4 TR carb. I think I'd go with the 8896 for single carb use.
    JMO

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    Quote Originally Posted by steelcomp View Post
    I think if the three circuit carb has interchangable orifices and removable air bleeds it can be made to work fine. That's the nice thing about the newer billet carbs.
    The 9375 is set up as a 2x4 TR carb. I think I'd go with the 8896 for single carb use.
    JMO
    The 8896 is a 3 circuit carb (Mfg info @ www.holley.com) calibrated for single carb use. I have used them on a dual carb tunnel ram with decent success on a 850 HP 509" BBC. As noted above, the 9375 is calibrated specifically for dual carb TR applications. Both have the "soft" progressive linkage and annular boosters. I'm not really a carb expert, it's just that I just went through all this stuff figuring out which carbs to use for our new motor. UPS just dropped off a pair of 9375's yesterday.
    A 750 HP 565 BBC for "just puttin around"... Indeed

    OBTW and FWIW... Holley has an "outlet" store for refurbished carbs on Ebay. The carbs are warrenty returns that get brought back to "new" specs. The 8896's typically go for around $400 and 9375's average around $450. I got both of my 9375's at my house for $925 this way, a bit over half price. They look brand new and come with Holley's standard warrenty. A good way to go if your planning on using stock carbs. I've never had much luck with botique carbs.

    Best of luck!!

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    Thank's for the correction on the part number's. The catalog I was looking in didn't list the intermediate circut right next to the carb number. Thank's for the correction.

    Good info on the Holley refurb'd carb's.

    Sleeper CP
    Big Inch Ford Lover

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    Quote Originally Posted by Sleeper CP View Post
    Thank's for the correction on the part number's. The catalog I was looking in didn't list the intermediate circut right next to the carb number. Thank's for the correction.

    Good info on the Holley refurb'd carb's.

    Sleeper CP
    Big Inch Ford Lover
    Yeah...what he said. My catalogue dosen't list the 8896 as a three circuit. Maybe I need a newer catalogue.

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