I know it sounds like a dumb question but it seems like alot of people say the 4160 carbs are good for a daily driver or something and not so much for high performance.

What I want is a good carb for street/strip use. Would the 4150 carbs be a good choice?

What's the combo that it will complement?

The 3310 Holley 750cfm vacuum secondary and the 4779 Holley 750cfm double pumper both work quite well in a typical street/strip application. However, a 600-650cfm carb might be better in a smaller displacement/lower rpm engine. Tell us what you have.

What are your E.T./mph goals for the strip? What kind of mileage and manners are you expecting for street driving?

Be honest about what you want and I'm sure TC can help you get it. smile.gif

Well right now it will go on a mildly built 350 but in the near future I plan on using it on a 383. On strip duty either engine will see anywhere from 5-7k at the max.

I've already gotten this vehicle (S-10) into the mid 13's with a 600 cfm on top of the 350 and want to break even lower if possible. Once the engine is built for the Chevelle it will go on that and it I want to sit at least in the 12's, 11's prefferbly.

I use a 3310 on my 12 second corvette and it has great street manners with the vacuumn secondaries and choke. I did swap out the rear metering block and put in the jetted rear block to allow for better tuning. The corvette is a 427 horse "383".

3310-2 or any other series of 750 vacuum secondary holleys............i have a 3310-2 myself and it works just great.....cheap off ebay for less then 100 bucks total shipped to me........and others i have gotten for under 125 bucks weather off ebay or friends.........it would be a great addition to your addiction..............

I switched from a #3310 750 vacuum secondary carb to a #4777 650 double pumper. Performance amd street manners are about the same between the two. I personally find the double pumper easier to tune, because I can change squirters and pump cams on the secondary side as opposed to messing with the secondary spring. The double pumpers also come with a secondary metering block, so you can change jets on the secondary side. This is an extra cost "option" on the #1850's and #3310's. I also think you can get about the same fuel economy with either design...during normal driving (or what I call normal driving, anyway) you rarely open the secondaries, and the primary side of the two carbs is the same. Get the jet sizing, pump squirters, and power valve right, and a double pumper can be surprisingly efficient. I got 17mpg recently on a round trip from Atlanta to Nashville.