A little more oomph

Rat,
Talking nonsense as usual.
Who suggested using a QJ? Not me. But just for the record, there are QJ cars running 10s.
Look up Cliff Ruggles comparison runs with a Holley 850 & one of his QJs.
Then the nonsense about small fuel bowls. Have a look inside an AFB/AVS/TQ sometime.
You got one thing right...the fuel bowls sit right over the hot intake manifold. Yeah, Holley does that with a lot of DP intakes.
'...by far the most tuneable carb out there [ QJ]. It's not even close'. Huh?
See what the late, great Joe Sherman said about AFB carbs. I have given one example of an AFB making more power than a Holley.
Aaah yes, the great 4150 Holley. The one that had no protection for PV blowout; that leaked fuel from the acc pump transfer passage. The one where the cork gaskets dried out, blocked passages & caused all sort of strange happenings. PVs made of rubber that can change it's resilience as it ages & change the cut in point. Or just plain crack & leak. Yeah, great design. When Holley made the later 4360, they took a leaf out of Carter's book & used the simple & reliable spring loaded power piston arrangement. Hmm.
The float in the QJ hangs he wrong way & shuts off fuel with acceleration? You mean like the primary float on 4150 Holleys! Ya didn't mention that!
For a general performance carb, you cannot beat a AFB/AVS style carb. They are reliable & stable carbs. They, along with the TQ & QJ, have an advantage over a Holley 41X0 carb that uses a PV. The instant throttle response will always be better with metering rod carbs. More crisp. That is because of the torturous flow path the fuel has to flow via the PV in a Holley to get to the booster. It takes longer. Fuel has to negotiate a 90* turn into the PV, then a 90* turn out of the PV. It THEN has to fill up the PVCR cavity until the fuel is high enough to actual enter the PVCRs. Finally, the fuel makes another 90* turn into the main well, where it is finally on it's way to the booster. This all takes time. Compare this to a met rod carb. The fuel sits above the jet. When the rod lifts so that the thin power tip is now in the jet, extra fuel flows & is carried along with the already moving fuel, makes two 90* turns [ not three ] & is in the main well. That is not the only benefit...On Carter carbs & QJs, the distance the fuel has to travel for full power is shorter than on a 4150 carb. Quicker response. And not to mention the desirable graduated response from tapered met rods to save fuel & give accurate metering, compared to the on/off all/or nothing PV. Also, these carbs have at least two & often three MABs to better atomise the fuel for more power & economy. Holley has one MAB. These carbs have their idle mixture screws at the idle discharge point in the throttle bore for very accurate metering. 4150 mixture screws are in the met block, a long way from the discharge point..