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1050 Dominator Jetting

OK, I'll think about that. And you know, I am just having problems in idle and off idle metering circuits so far. I haven't been able to make a wide open pass yet, so the 80 main jets may not be too far off. And it seems to rev OK when you open it up momentarily. I can see the booster venturis atomizing fuel into the airstream.
 
Bigal75 said:
motorsportsvillage.com/forum/viewtopic.php?t=3742

The conversion fixes all those issues.
Click to expand...
I looked at those threads, and it looks complex. Really didn't see a step by step method to get it done. I would think a guy would be able to get the -2 working properly. I'm going to continue working with it for now, and if it can't be made to work right, then I'll possibly try to the convert the 3310 metering blocks to work as a 2 circuit block. I believe that is what they were using.
 
All you have to do is drill and tap the transition slot passages to accept restrictors, purchase billet metering blocks, enlarge the angle channels and tap lower passages for the idle. Takes no time. Looks and sounds worse than it really is.
 
Bigal75 said:
All you have to do is drill and tap the transition slot passages to accept restrictors, purchase billet metering blocks, enlarge the angle channels and tap lower passages for the idle. Takes no time. Looks and sounds worse than it really is.
Click to expand...
Sounds like more than I want to try. I thought just purchasing billet metering blocks was all that's needed. But now are you saying the carb body has to be modified too? You would think that for $800 Holley would build a carb that works well out of the box. Lol. My six pack carbs worked great as they came.
 
Lol. What can I say. Keep at it, you might get it close. The 2 circuit conversion was a suggestion, it's a great learning experience.
 
Can the 3310 metering blocks be used for this modification? I have a few of those. I've had this car for 3 weeks now, and haven't even made one pass with it. There are other areas that need attention, so I may find time to modify the carb at a later date. Thanks for your help. It looked like one of the guys was modifying a primary side 3310 metering block for the fix. Will those work OK?>
 
When you say a 2 circuit carb vs 3 circuit, what circuit are you eliminating? The transition circuit?
 
I worked on it yesterday, and it DOES have the 3 air bleed jets for each barrel, on the top. And the secondary linkage is contained in the center area under the carb. I removed the intermediate air bleeds (middle ones)as the guy on yellow bullet recommended, that seemed to help. Also drilled 1/8 inch holes in the 2 primary throttle blades, and that helped. It's idling better, but still pretty rich. Plugs are gray/black after running it several times for only a total of 5 minutes. I'll take a picture next I'm down there.
 
Well the plan at this point, is to take it to the track on Wed May 17th. See how it runs at WOT, then check the plugs for color. After that I may try to convert some old metering blocks to work in the 2 circuit set up.
 
Car ran great on the second time out. We had put in new plugs, adj valves, opened up the intermediate air bleeds on the Dominator, and went leaner on the main jets. Best ET of 11.34 @ 117 MPH. Definitely too lean, plugs were white. Will jet up and try again next week.
 
I ran a 3 circuit Dominator for 1 1/2 seasons and they are a GREAT drag race carb....but for any other purpose they suck. Three circuit carbs were developed by Holley exclusively for drag racing and are meant to operate at high idle or WOT....not in between.
I also street drive my car and have an air/fuel data logger in it....with the 3 circuit the car would show 13.5 to 1 AFR right up to 2300 rpm and then drop to 9 to 1 as soon as me cruise speed exceeded that rpm.
Yes you can convert them to 2 circuit but if your car is drag race only, why bother. All you need to set up is high idle and WOT
John B.
 
Yes, the carb worked great at the track, once we made a few adjustments and re jetted it. As I said earlier, it is too lean now at WOT. But we will work on that next week. Planning to go up 4 jet sizes, and check the plugs again.
 
Glad to hear its running better......Just for comparison my 1050 was on a 505 RB stroker, 3500 lb car running 10.50's.
Mine liked 97 jets front and back at close to sea level, verified with the A/F meter.
Good Luck

Jon B.
 
Although my set up is mostly for the street I couldn't imagine having a gargling set up that only worked at idle and wot. You're missing out on a well running carb.

I run 76 mains, 9.5 power valve and 93 secondaries. It starts, idles and pulls a Hell of a lot more than the dual Edelbrocks it replaces. Part throttle is ultra crisp - drives like the 650 double pumper on my buddies 350 sbc.
 
Yea I hear ya, driving it around the pits at the track it worked really well. Once in a while on low throttle it would stutter a little, but as soon as I gave it a little more throttle it smoothed out. Drilling 1/8 inch holes in the throttle plates helped, as well as increasing the center air bleed size.
 
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