Carb suggestion for a 512 with trickflow 270's

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Blake Clow

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I'm building a 512 ci duster with 270 trickflow heads, I'm running an indy dual plane intake, it has 11/1 compression, it's mostly going to be a street car but will occasionally see the track. I was originally thinking a 950 double pumper would be perfect but after my dad was having problems with his 850 double pumper on his 440 with 240 trickflow heads and was thinking of going to a 950 himself I began wondering if a 1050 double pumper would be better for what I'm running. This is my first engine build so any suggestions would be appreciated, thanks
DUSTER.jpg
 
Nice set up.... who did the head work ,who picked the cam.? I ran a square port 396 with a mild (242 /252 114 lobe center cam ,10 .2 real compression) a 8082 2 circuit Dominator beat a massaged 850 4150 everywhere. I had a 3800 vehicle, a 4500 loose stall ,and 4.11 gears ,behind it. That's more than enough, reel back...from that.
 
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Believe it or not the 750 cfm might be a better choice. 65'
 
A Holley Sniper would solve a lot of problems but you would need to come up the learning curve on EFI. The Sniper is fairly easy to install and you'll get data logging as a bonus. If you want to stick with a carb then most any of the larger 4150 carbs should work. A 850 or 950 or even 1050 will work. The smaller ones will work better on the street while the bigger ones will make a little more power at the track. Personally I'd stay on the small size with the carb if this is your first engine build. The smaller carb has a better chance of working out of the box.
 
Abodybomber said:
Nice set up.... who did the head work ,who picked the cam.? I ran a square port 396 with a mild (242 /252 114 lobe center cam ,10 .2 real compression) a 8082 2 circuit Dominator beat a massaged 850 4150 everywhere. I had a 3800 vehicle, a 4500 loose stall ,and 4.11 gears ,behind it. That's more than enough, reel back...from that.
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Trickflow sells them like that, no extra work needed. I got an isky cam, 246/254 110 lobe. I have low gearing at the moment though, only 2.71.
 
I have a pro systems 950 looking for a home. It made 650hp on a Windsor motor so it's a good carb.... PM me if you are interested...

JW
 
Plymouth 65 said:
Believe it or not the 750 cfm might be a better choice. 65'
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famous bob said:
think I`d go single plane "maybe a new trickflow" and a 1050. Sounds like it`ll haul a$$ !
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I looked into the manifolds a lot more than I would like to admit haha but what I read and was told was that because it is a manual and a stroker dual plane is the way to go, single plane would help at the track but I don't plan on taking it there very often.
 
AndyF said:
A Holley Sniper would solve a lot of problems but you would need to come up the learning curve on EFI. The Sniper is fairly easy to install and you'll get data logging as a bonus. If you want to stick with a carb then most any of the larger 4150 carbs should work. A 850 or 950 or even 1050 will work. The smaller ones will work better on the street while the bigger ones will make a little more power at the track. Personally I'd stay on the small size with the carb if this is your first engine build. The smaller carb has a better chance of working out of the box.
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Yeah I was planning on sticking with a carb and neither my dad or I have messed with anything like the sniper. I've rebuilt carbs before and my dad knows everything about them too, we've been told by a few knowledgeable people that a 950 would be good and even trickflow said they test all of their heads with 950's. Then when we called holley they recommended a 750 and really threw us for a loop. The way everything is set up the car should have a stupid amount of low end power and the only problem with that is that I can only fit 235's in the back wheelwell... My theory with the carbs is that if I go too big I can always restrict it, if I go too small I cant do anything to make it put out any more. Does that make sense or do I have my head in the wrong place.
 
Blake Clow said:
Yeah I was planning on sticking with a carb and neither my dad or I have messed with anything like the sniper. I've rebuilt carbs before and my dad knows everything about them too, we've been told by a few knowledgeable people that a 950 would be good and even trickflow said they test all of their heads with 950's. Then when we called holley they recommended a 750 and really threw us for a loop. The way everything is set up the car should have a stupid amount of low end power and the only problem with that is that I can only fit 235's in the back wheelwell... My theory with the carbs is that if I go too big I can always restrict it, if I go too small I cant do anything to make it put out any more. Does that make sense or do I have my head in the wrong place.
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Please post your results as I ban building a similar motor for a 69 Dart. Will be using 240 heads/cam/single plane intake from Trick Flow
Trick Flow® PowerPort® Top-End Engine Kits for Big Block Mopar 440 TFS-K616-620-576
 
A 1050/4150 AN carb would work great. Ultimately a 1050/4500 would be the best choice for all out. I’ve ran both on my 511 as well as a vacuum and mechanical six pack. The 4500 was awesome. For everyday my 1050/4150 would be hard to beat. That’s on a full weight b body. Single plane is a way better choice on the big motor. I only run the six pack (dual plane) because I’m after the A12 look. Big engines take a different thought process then normal CI stuff. None of my carbs are out of the box. I spend a lot of time and effort to build and dial them.

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Truth be told guys I was really hoping to run F.I.

FiTech or a Sniper system because the old girl will be a street car mostly. I thought it would do a better job self-adjusting than I could do.
 
68 HEMI GTS said:
A 1050/4150 AN carb would work great. Ultimately a 1050/4500 would be the best choice for all out. I’ve ran both on my 511 as well as a vacuum and mechanical six pack. The 4500 was awesome. For everyday my 1050/4150 would be hard to beat. That’s on a full weight b body. Single plane is a way better choice on the big motor. I only run the six pack (dual plane) because I’m after the A12 look. Big engines take a different thought process then normal CI stuff. None of my carbs are out of the box. I spend a lot of time and effort to build and dial them.

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Dude! is that a TM-7?!
 
I'm running a BLP billet 4150 from Thumper carbs and it is much better than the 850 Demon I was running before. I'm still sorting it out as it is a little rich at cruise but Dom and I are working it out and he has been super helpful.
 
Blake Clow said:
Yeah I was planning on sticking with a carb and neither my dad or I have messed with anything like the sniper. I've rebuilt carbs before and my dad knows everything about them too, we've been told by a few knowledgeable people that a 950 would be good and even trickflow said they test all of their heads with 950's. Then when we called holley they recommended a 750 and really threw us for a loop. The way everything is set up the car should have a stupid amount of low end power and the only problem with that is that I can only fit 235's in the back wheelwell... My theory with the carbs is that if I go too big I can always restrict it, if I go too small I cant do anything to make it put out any more. Does that make sense or do I have my head in the wrong place.
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Don't listen to Holley. That thing can take a dominator.
 
If your comfortable With carbs buy a cheap used Holley 3310 750. Putt around on the street with that. After you make a few passes and get it to hook buy the 1050.
You can fit a 255 in an abody, duster if your creative even bigger.
 
I ran a 1050, 1150 & 850 on my 493. all worked fine. especially on the street. only place you would ever really notice a difference is the track or a dyno.
 
My 470 b stroker picked up 2 1/2 tenths going from a 750 to a 1000. These are 4150 carbs. Just showing the difference a larger carb can make on bigger cubes. Kim
 
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