anybody buy a demon carb since 1-1-04.did you know it had the idle-eze circuit????i didnt,
its not in any of my literature or video.has anybody followed my problems with the teary eyes and black smoke????????well just for giggles i looked in the air cleaner stud hole and there she was a phillips head type screw adjuster,'magine that...after all the times i talked to no other than "nick"at tech support(weird every time i called i got him)never once did he suggest to me to check the idle-eze cicuit!!!(he did tell me to drill out my idle air bleeds though (thanx)),so after i found the screw i went and did a search to read up on it says factory setting is 1-1/2 turns out,mine was about 1/4 turn out.havent put the carb back together yet was changing jets and scratching head wondering why it was so rich.so tonight i will put it back together and get her back on and see what happens.
just venting,
shane
p.s:BG tech can you please send me updated info
on my 4 month old mighty demon literature/video

Gota like like there tech! Nick thought disasembling the carb and blowing out casting slivers and broken nylon washers was no biggie on a new carb. I've had mine more apart in 6 months than the holley I before for 5 years.You'd think I'd hate demons but I like them just findem a chalenge.

Them Demons sure are purdy :rolleyes:

i enjoy mine and it does run well i just want to work out the bugs and not have to deal with surprises that would have kept me from being frustrated.you figure,you spend 500 bucks you
should be able to open your manual and say hey what about that thingy,is that causing my problems???? is it not adjusted properly????
shane

Shane,
While I have had very good results with Demon carbs I gotta completely agree with you,,, their "instructions" suck :(
And when you call their "tech" line you would think they might mention new features that nothing is mentioned about anywhere except in magazine ads??
I went through two of the later Demons before a customer told me about the new Idle deal graemlins/angry.gif

And I have bought 2 sets of their blower carbs & their stupid generic instructions say nothing about the boost reference??
I knew about them but I expected the blower carbs to at least come with a special set of instructions so someone who bought them didn't try to use the ports for vacuum or something.

Hey BG,,, you listening,, how about instructions that pertain to the carb in the box,, or at least an addendum,,

Anybody watched that Demon Carb. Video? Loaded with nothing to help you with? And the tech says, most of their videos get crushed during shipping. I was unfortunate to get 1. lol...

Originally posted by Rapid Robert:
Them Demons sure are purdy :rolleyes: My King Demon RS is! graemlins/thumbsup.gif
Especially at 125 MPH... ;)

you out there BG???????????
shane

anybody know how often if ever bg tech is here
(that is his screenname right???bg tech)

You'll get the info faster if you just call them direct.

Did you see his first post? He's talked to "Nick",,send it back and get a Holley :D

Shane,

You called and left a message on my voicemail, but didn’t give a phone number or any way of getting in contact with you. If you’ll let me know how to contact you we’ll be glad to try and help you.

There is an Addendum sheet that is attached with all of the Speed Demon, and Mighty Demon instructions that explain the use, and setting of the Idle-Eze feature. If yours did not we’ll be happy to send you one. We had a problem with the videotapes getting broken, so we swapped out to DVD’s in April of this year, which has eliminated that problem. The Video/DVD goes through the basics, of setup. They are not detailed on tuning. We will be redoing these, but we are waiting while we a releasing some new series. Our instructions are more detailed than those that come with any other performance carburetor. That being said they are not perfect. I have been through multiple writers, to try and get them better, and have yet to find one yet.

We take all feedback extremely seriously, and try to produce the best products possible. With as many message boards as we are currently monitoring we are not able to do as good of a job as we’d like to, but we’re making changes to help with this.

If anyone is having problems with our products please let us know.

Thank you,

Doug Schriefer

Gosh i gotta say...Robert what the hell is your deal with BG Demons? Mine works great. Looks great, and i dont have to worry about cracking the pot metal baseplate. All in all a better carb for the $$$. But theres nothing wrong with the holleys. Ive allways said the HP Holley stands for "High Priced"

NOW, Doug....i have some beef with you. I dont remember who the tech i talked to was but they werent even worth calling. They wouldnt give me answers. And all i kept getting was "Sir we dont recommend that", "Sir we dont recommend that". If i would have gone with the carb you guys recommended i would have spent 200 more dollars, and gotten potentially less performance. You recommended a 650 race demon for my 350. I went with a 750 mighty demon because you guys scared me away from the 850 annular mighty demon. Well my 750 mighty demon runs GREAT. has good throttle response, dosent stumble, and is all around a great carb. My neighbor has an 850 annular on his 350...yes 350. That has better throttle response than mine, no stumble. Nothing but clean crisp acceleration from anywhere in the band and it pulls like crazy on top end. You know how he got this???? By doing what every hot rodder has done at some point in there life but you guys... "didnt recommend".... drilling a .095 hole in all 4 throttle plates. Sorry if i seem to come off like an ass but you guys rubbed me and my buddy the wrong way. Take this as constructive criticism. And i do enjoy your product graemlins/thumbsup.gif

I agree with Robert. Stick a Holley HP on it and don't look back.

Nick,

I’ll apologize for the way you were treated on the phone. Not being part of the conversation it would be hard for me to intelligently comment on what was or was not said. Unfortunately carburetors are not a one size fits all, or only this size will fit this application (like a wheel, or valve cover). Different ones can work depending upon what the customer is looking for, and how it is tuned. A lot of the time it boils down to our interpitation of what we think someone is telling us the want from the vehicle. If I was speaking to a guy with a 66 Chevelle with a 502/502 that was telling me all he was worried about was being able to smoke the tires from the stop light, or a guy with the same combination that was telling me he wanted to take it to Bonneville to run the best top speed he could I use different carburetors.

Not knowing the specifics of your combination I couldn’t say which is right, or wrong, but without having run the carburetor you’re currently using vs. the Race carburetor the tech recommended neither of us can honestly say which would be better.

As far as your buddy’s car with the 850 on the 350 there are plenty of them out there that will work, there are just as many if not more that won’t. It boils down to the combination, and tuning. We used to drill holes in the butterflies of carburetors, but now that we’ve installed the Idle-Eze™ assemblies in our Speed & Mighty Demons we normally don’t find the need to do this. We’re also in a different position, because not all of our customers are as capable as you are, nor are they as willing to tune on their carburetors. We get people today who will barely turn a mixture screw, or set the float levels rather than drill a hole in the butterflies.

I’ll talk to the guys in my tech department to make sure they are listening as much as possible, so they can give the best recommendations, and information possible.

Thank you for your comments, and feedback.

Doug Schriefer

Head of Technical Services
Barry Grant, Inc.


PS as far as performance goes, I’ll put our carburetors up against an HP any day of the week.

Mike,

Not a problem. I'd put one of my 825's against a 950 HP on any dyno, or race track.

I've mentioned this before but I'll add it here again.

You always hear the negative things about the manufacture's techs. Here's a different story...

I had a brand new Holley 1050, 3 circuit Dominator on my Chevelle. The carb ran great in the dyno room but under actual street conditions the thing just "blubbered" at partial throttle. We tried EVERYTHING to get that carb to work.
Totally frustrated, a friend of mine, who personally knows a tech at BG, offered to call him and get a carb recommendation. I hesitated at first (again, the Holley was BN!) but finally gave in.
After asking a few combo questions, the BG tech recommended a King Demon 995 RS for my application and gave us the part number. We then called a local speed shop and they had the carb in stock. Installed the new Demon carb later that same day. As soon as my motor fired up, we all noticed a big difference. smile.gif
This Demon out of the box runs freakin' awesome! graemlins/thumbsup.gif
Clean idle, no stumble...I honestly couldn't imagine fuel injection running any better on my motor. I love this carb!
And to top it all off, the car ran 124.95 mph last weekend at Commerce. :cool:

I don't own a demon yet but soon will. Piece of crap holley base plates, not worth it to me. I let 2 diffrent friends, both capable of working on my car, put on a holley and 2 broken base plates. To me a carb should be built to handle what a novice can through at it. I know their are alot of people that over torque carbs and break them, but a carb is such an easy mod that any beginer will do it, so they should be able to handle it. Doug do you frequent here often, I will need some advice shortly for the purchase of my new demon? Thanks, Jeff

We try and check out the message boards as frequently as possible, but it varies depending on how busy we are with customers on the phone, and other projects. Right now we’re monitoring 123 different sites I try to look at them at least once every two weeks, and do a search for anyone having problems, or concerns about our products, or if there are other areas where we can help people. It’s generally quicker to call us directly (706) 864-8544, Fax (706) 864-2206, or e-mail tech-sales@barrygrant.com

I was not offended by Brian’s comments at all. Everyone is entitled to his or her own opinion. We work with some of the best engine builders, and racers in the country. I generally am out testing products one or two weeks per month. If he’s going to be around when I’m testing I’ll be happy to go head to head with anything he has.

Tech,

Do a little reading on dragraceresults.com before you go sending "motor martyr" even a bowl gasket. They will not give you an honest test, they will take a year to do it, then they will trash talk your product while stroking their own egos anyways.

This is what the bracket boyz did with a BTE torque converter... just stating the facts! And I'm not even pro-BG.

Hi Ed! LOL

Thanks, but I don't send anything to anybody without knowing I'm going to get proper test results within controlled parameters. This is why we do all of our testing in house, or with specific people that we know are able to give us legitimate feedback. I A/B/A test everything mutliple times, and have to have the Data to support what I'm doing before I'll do anything.

I think it's funny that Holley waits for someone else to fix the problems with their carbs before they do it themselves. How long were they going to wait to include PV blowout protection? Heck, Proform had a billet plate for the Holley before Holley did. If it weren't for the likes of BG, you'd still be getting the SOS. Competition spurs innovation, and everyone wins. Don't be such a putz.

you'd still be getting the SOS I beg to differ,if its the SOS why are they copying Holley and not making their own design? Holley is number 1 and always will be. I think Bill is first guy that I've heard say that one worked outta da box, too many times have I heard they are tough to tune. I think I've broke one base plate in 30+ years of playing with cars.

Brian,

With all do respect, if your cars are changing .07 per round you may win a rounds, but you’re not going to win any Big money bracket races. .07 is very impressive in a door car, but it’s not tight enough. One of my guy’s dragsters moved .002 during 13 passes over 15 hours.

As I stated before I’ll have the track rented we can make as many laps as you’d like. I’ll have a few cars there as control that we know won’t move, and then we can see what your car does.


Robert,

We modified Holley® carburetors for years. Just like a cylinder head there was only so far you could go before you were out of material. Would you consider Dart, or Brodix just copies of a Chevy head? We based our carburetors off of the SAE standards, there are many things that we would have changed to improve them had it not been for the fact that there were distribution lines, and 30+ years worth of parts out there that would have been made obsolete. Guys wouldn’t want to buy a carburetor if they had to buy all new tuning parts, intake manifolds, and other components in order to make them work properly. It only makes sense to offer items that work with commonly available components. As far as broken baseplates go, you're one of the lucky ones who is careful working on their carburetors. I've probably installed a few more carburetors than most in my time, and have never broken a baseplate, but we sell thousands of replacement baseplates to those that do. It's not always the installers fault, bent or warped intakes & spacers cause a lot of this.

Our carburetors are built more specifically than a Holley® so there window is smaller, this is why when we get the proper carburetor on the application we normally will outperform our competitors. This is also why some guys have tuning issues with our carburetors.


We appreciate all feedback both good, and bad. We monitor this information, and use it to improve the way we manufacture our products.


Thank you,

Doug Schriefer

Hey,
I'm just an unbiased nobody, but I did some back to back testing on my car, hp850, pro-systems 850, and an 825 race demon. The race demon is now what's on the car, with the pro- systems carb being comparable.(wasn't mine) This was out of the box, with very little tuning to each. I do think one of the reasons demon's get a bad rap sometimes, is because they are so adjustable,need a little more fine tuning, once there they work well. IMHO.

72nova502 -- good info. Another unbiased opinion on these BG carbs . . . (I have nothing against Holley they're good too)

I basically had the same experience with my Speed demon 750. I played with my Holley O-3310, went to the Proform main body and finally went to a mechanical secondary Speed Demon 750 and picked up ET right out of the box.

After lots of playing around with the BG carb over two seasons I am calibrated with the same jets, pump cam and squirters that originally came with the carb (although I have gone richer in cold weather). That says something IMO -- have never had a Holley calibrated right on out of the box like that.

The only thing I would improve on the Demon (and maybe they have in the last two years since I bought mine) would be the gaskets. The rubberized blue Holley type are much better than the red paper ones that came on my carb. The paper ones started leaking shortly after I bought the Demon.

Eric,

Thank you for your feedback. We have switched manufactures on the gaskets, so that should be addressed.

Doug

Jeff,

Thanks for your comments. We're here, and as many other boards as possible to help our customers, potential new customers, and ourselves.

Brian,

As I said in the voice mail message I left for you, you're more than welcome to bring YOUR car down to the race track when I'm testing so we can see what it does. Nothing against you, or your buddies, but I have to rely in imperical testing, and guys who make 6 figure livings bracket racing, and make 400+ hits a season.

Doug

Doug -- that's great news on the gaskets, thanks! graemlins/thumbsup.gif

Originally posted by Eric68:
Doug -- that's great news on the gaskets, thanks! graemlins/thumbsup.gif =
Ditto no the gaskets Doug graemlins/thumbsup.gif

Eric,
I have had three Demons recently, two on a blown 392 Chry. & one on a 502 & on all three, you remove the screws & the bowls literally fell off to change jets.
Nice change from the old ones that you got to cuss at while scrapin the gasket pieces off :rolleyes:

Yeah, but us Holley guys have learned alternative uses for ChapStick - er Holley No-stick! ;)

Tastes better on the lips with a faint smell of gasoline... tongue.gif

I used to have a spray to coat the gaskets with, but I think it may have caused cancer in CA. Why is it that everything we like, causes cancer in CA? More importantly why doesn't it cause cancer in other states?

Seriously, the coated gaskets seem to do a pretty good job, depending on the additives the government is putting in your fuel to save the ozone.

Ahem. SOOOOO, does Barry Grant have any new innovations that we might get a sneak peak (or post) at?

What's on the horizon for the carb scene?

Moving on......... smile.gif

i just wanted help from bg tech

BG tech..
What type of applications do you recommend the 830 with annular discharge boosters as compared to the 825 with the downleg style booster?

What's with all the deleted posts? My Holleys don't have the idle eze screw, I guess I'll never be able to tune the carbs work as well as a Demon. Never cracked a holley baseplate, must not be tightening it enough I guess. Truthfully I'm glad BG did all the mods to the original Holley design, it prompted Holley to build some better carbs. I still see more Holleys at the track though.

whats with all the deleted posts????
my assumption,good moderation all thats here now is useful info...
shane

Yes thank you> prevented me for flaming the flamers last night.

and yes, what of that annular carb!? 830 cfm is ideal for my high stepping 427, and I've heard that annular boosters give better throttle response for street driving.

Yes? What app did you folks design the annual carb for.

And will you PLEASE sell one of your new tripower linkages!!!!!!>??????

btw, from my perspective, competition is always a good thing for the consumer. So while I was raised on Holley, as most, I still appreciate the competition.

Originally posted by 427L88:
Yes thank you> prevented me for flaming the flamers last night. Yeah, because that's YOUR job. :rolleyes:

I'm not one for quoting scripture here but... Let he who is without sin cast the first stone, Gene. I think we ALL need to step down off our little pedestals, don't you?

They're just CARS, people!

DING DING DING
Ready for round 2? :D

Originally posted by hoffbug:
BG tech..
What type of applications do you recommend the 830 with annular discharge boosters as compared to the 825 with the downleg style booster? They're not apples to apples between them. The only time I'd ever run an 830 (with annular boosters, or downleg boosters) would be in specific classes that require that type of carburetor.

Originally posted by 70_FathomBlueMalibu:
Ahem. SOOOOO, does Barry Grant have any new innovations that we might get a sneak peak (or post) at?

What's on the horizon for the carb scene?

Moving on......... smile.gif We've got a few items that we'll debut at this years SEMA show in a few weeks. We'll keep you posted.

Originally posted by 427L88:
Yes thank you> prevented me for flaming the flamers last night.

and yes, what of that annular carb!? 830 cfm is ideal for my high stepping 427, and I've heard that annular boosters give better throttle response for street driving.

Yes? What app did you folks design the annual carb for.

And will you PLEASE sell one of your new tripower linkages!!!!!!>??????

btw, from my perspective, competition is always a good thing for the consumer. So while I was raised on Holley, as most, I still appreciate the competition. There is not a better or worse, if there was we'd only build one it's a matter of what's going to work best in the application. There are Pros & Cons to annular boosters. They will flow more fuel, they will atomize the fuel better, and they will start the fuel circuitry sooner (hence better throttle response). They will also decrease the air flow potential of a carburetor, and can go overly rich at WOT. An annular booster will allow you to run a carburetor that would possibly be a little bit too large for an application, it will also help heavier cars accelerate quicker.

As far as the Tri-Power linkage.... Not yet. We can't build the kits fast enough, but we will be offering them as replacement items once we get caught up. We'll have to change the geometry a little to work on some of the OEM intakes. What intake are you working on?

There is not a better or worse, if there was we'd only build one it's a matter of what's going to work best in the application. There are Pros & Cons to annular boosters. They will flow more fuel, they will atomize the fuel better, and they will start the fuel circuitry sooner (hence better throttle response). They will also decrease the air flow potential of a carburetor, and can go overly rich at WOT. An annular booster will allow you to run a carburetor that would possibly be a little bit too large for an application, it will also help heavier cars accelerate quickerThis is probably a stupid question, but why aren't annular boosters used on just the primary side alone?

On certain carburetors. Most carburetors that use annular boosters will have them in both the primary, and secondary side.

It's an oem bbc tripower fitted with a mechanical progressive linkage. I copied the old Edelbrock linkage. As long as your linkage allows some adjustment between the carbs, it would be fine. The carbs on the bbc tripower are not symmetrically spaced.

As an aside, I've really enjoyed the tripower's knack at providing both excellent driveability, economy, and a huge LOUD pedal when asked.

Can't wait to see one of your setups in person, particularly the manifold. If you've never examined an oem Winters 3x2 casting, it's a thing of beauty. The center carb sees a long runner dual plane , while the outboard carbs are essentially short runner open plenum. There are two plenum areas in the manifold. It's like the 1960's version of the 1990's variable length runner.

But I digress...... Thnx for your time. I'm sitting here watching the Yankee's get trounced. Lowe's got their number tonight. :(

I've actually got a Winters intake sitting on the shelf right now that I'll be doing some testing with.

The drivability with a properly tuned 3x2 Set up is amazing.

There is some adjustment in the setups, but they're are some other issues in fitting them to the stock geometry. I should have something by next spring.

Well, you've certainly formed my opinion of BG, very positively!

I'd like a real car person to tell me if I'm really seeing what I'm seeing ( I'm a finance kinda geek - not an engineer). Sure looks like dual plane at cruise, and a more open plane upon using the secondary carbs. Very streetable, don't know of ANYONE getting 16+ mpg at a steady 3200 rpm ( non-OD) cruise in a stock bodied Chevelle powered by a solid cammed ( small short track cam) 440 bbc. It's really amazing.

I hope your 3X2 is a commercial success, they are not just "for show", but provide a very large cfm capability with the street manners of EFI. Don;t see why all these folks building LARGE big blocks haven't gravitated towards them. I mean Dominators just suck at street/part throttle use, and here you can have all of your 1125 cfm and drive it easy and economically too. Good luck! And thnx again for your reply.

Originally posted by 427L88:
Don't see why all these folks building LARGE big blocks haven't gravitated towards them.Are the parts to build a complete 3x2 setup for sale in the aftermarket? I may be interested in something like this.

Jeff, not the manifold, the old Winters intake is the only game in town for bbc. and you have to wrestle them away from the Vette boys. ( $$$)

I'd rather pay $500-600 for a good modern casting than a 30 yr old that isnt even going in an original car.. imho....

Corvette intakes start about $900 for just the intake manifold itself. I've seen 67 Corvette Intakes going for as much as $1700. We're going to have complete BBC systems, intake, carbs, linkage, fuel rails, water neck, gaskets, air cleaner, and hardware for about $2400.

BG Tech, How are the tri power setups for small blocks working out? (six shooter I guess its called) There was 1 fella on here a while back that had one but had a few issues with it. I would love to get that setup for my Beau if not just for the :cool: factor.
Are they tunable for a rookie like myself?
I have to ask 1 more thing after thinking again about the 6 shooter. How much taller are they than lets say an Edelbrock performer rpm and a holley? Lots of questions but the more I think about it I would love that sitting on my new 406 I am building (if finances hold out :D )

Thanks for the input

Originally posted by blumont:
BG Tech, How are the tri power setups for small blocks working out? (six shooter I guess its called) There was 1 fella on here a while back that had one but had a few issues with it. I would love to get that setup for my Beau if not just for the :cool: factor.
Are they tunable for a rookie like myself?
I have to ask 1 more thing after thinking again about the 6 shooter. How much taller are they than lets say an Edelbrock performer rpm and a holley? Lots of questions but the more I think about it I would love that sitting on my new 406 I am building (if finances hold out :D )

Thanks for the input Good questions, Jerry. graemlins/thumbsup.gif
I'm VERY interested in the Six Shooter- Vortec version for the " :cool: factor" on my '67.

I have a total of $1700 in my setup, and you can;t do it now for less than 2400.

And BTW, those Corvette vacuum actuated carbs might be OK, but the pure, simple mechanical progressive linkage actuated secondaries are much easier to use.

$2400 is a good price. Have a magazine do a 850 Holley vs Rat Six Shooter, and if my "test bed" is any indication, it'll see 16 mpg vs 10, with possibly a modest drop in tq/hp under 5000, and very little loss above that. The single 4 was 'punchier' when you rapped the throttle, but with a right sized 850 dp, 10 mpg is all it'll do.

FOr anyone that drives the car, at near $3/gal, 10 vs 16 isnt chickenfeed.

TRIPOWER ALL THE WAY AROUND BARTENDER!

I think the six shooter is approx. $2400.00 cdn here. Alot of $$$ but a lotta :cool:

I think the six shooter is approx. $2400.00 cdn here.Actually, from what I've seen advertised, I believe that's $2400 US ! :eek:
Just waiting on another 10% off Summit sale...

http://www.barrygrant.com/pages/images/SixShooter.pdf

What about the BG dual quad I saw a picture of?When is that coming out?

Rob

Yikes , your right Bill, $2400.00 us. That makes it about ummmm, Is our dollar worth more yet? smile.gif
$2900 smackers. That would definately stretch my toy budget.

Originally posted by BillsCamino:
[QUOTE][qb]I think the six shooter is approx. $2400.00 cdn here.Actually, from what I've seen advertised, I believe that's $2400 US ! :eek:
""

For that kinda money you could buy a Hilborn stack injector setup and really get the " wow " factor

Yeah, but for the same street manners, you'll be in much deeper than that for the efi conversion on those stacks. Which, btw, I think is the ultimate ! :cool:

Originally posted by blumont:
BG Tech, How are the tri power setups for small blocks working out? (six shooter I guess its called) There was 1 fella on here a while back that had one but had a few issues with it. I would love to get that setup for my Beau if not just for the :cool: factor.
Are they tunable for a rookie like myself?
I have to ask 1 more thing after thinking again about the 6 shooter. How much taller are they than lets say an Edelbrock performer rpm and a holley? Lots of questions but the more I think about it I would love that sitting on my new 406 I am building (if finances hold out :D )

Thanks for the input The SBC Chevy systems have been working out really well. Much better than any of us could have predicted. We actually can't keep up with the demand right now. They are 11-1/4" from the top of the air cleaner, to the top of the block. We may offer a smaller air cleaner elements (they come with a 3") to get a little more clearance. So far the response has been very good on the ease of setup, and tuning. I've actually just installed a system on a ZZ4 in a 48 Sedan Delivery we have, and I was done with all of the tuning in under 30 Minutes.

Originally posted by vonswanko:
What about the BG dual quad I saw a picture of?When is that coming out?

Rob The picture the magazines have been shown were a typo. They were just supposed to show that we offer 2x4 carburetors, but based on the response we're getting we make look at offering them in the future once we get caught up with the current projects.

Keep building them TRIPOWERS!

In terms of ease, now, I had "blueprints" to work off in terms of tuning., bt just ask BLT4FN ( Shaun) who helped with the last stages of the install, it fired up and we went out and ran it!

" I've never seen anything work so well out of the box."!

With that standard tune, I have no doubt in my military mind the BG system would be identical. Install, set idle and FLOG! And then get ridiculous economy on the way to the next dragstrip! :cool:

Will the 2x4 carbs fit on the offy intake for a BBC without any adapters?

Can you detail the differences between the Mighty Demon, and the Non-RS Race Demon for us. Also are the flow desiganations on the Demon carb models wet, or dry flow, numbers? and how does that compare to the way Holley rates their carbs.

I.E. I have often heard that the Holley 950HP will only wet flow around 830CFM, but has a 950cfm dry flow rating.

doug,
i here your gonna be here in vegas for sema?????
can i come meet you at your booth???
shane

Originally posted by hoffbug:
Can you detail the differences between the Mighty Demon, and the Non-RS Race Demon for us. Also are the flow desiganations on the Demon carb models wet, or dry flow, numbers? and how does that compare to the way Holley rates their carbs.

I.E. I have often heard that the Holley 950HP will only wet flow around 830CFM, but has a 950cfm dry flow rating. The Race Demon carburetors, and Mighty Demons use the same main bodies (although the boosters are not replaceable in the field on the Mighty Demons) The metering blocks, and rest of the circuitry is set up differently between them. The Race carburetors are calibrated to be able to handle more radical engines.

We wet flow test every carburetor before they leave our building. Flow testing is a touchy area. The numbers or ratings we put on our carburetors is an average air flow number that you would see on a dynomometer if the carburetor was put on an application we would have recommended it out. You can change the way a carburetor is flowed to get any type of number you're looking for. Holley's 950 is actually two front halfs of a 4779 750, insalled on an 850 baseplate. The flow number was designed to go after carburetor modifiers. Our 825 Carburetors will actually flow 953 CFM at 1.5" HG. This means, if your engine can pull that much vacuum at W.O.T. this is how much CFM it will flow, more vacuum, more CFM less vacuum less CFM.

Originally posted by ovelle:
doug,
i here your gonna be here in vegas for sema?????
can i come meet you at your booth???
shane Please do, I'll be in and out of the booth, since I'll be doing seminars on Wed.

What are the parameters that a Speed Demon will work with???
Cam duration @.050 Lobe sep SBC 383cubes.

Originally posted by 1968 hot rod:
What are the parameters that a Speed Demon will work with???
Cam duration @.050 Lobe sep SBC 383cubes. See their website for useful info...

http://www.barrygrant.com/demon/default.aspx?page=5