We put this Braswell 1.590 venturi 4150 carb on there. It basically made the same power as my UltraHP 4500 carb. Usually the 4500 makes about 20 hp more than the 4150 but at these power levels maybe it doesn't matter so much.

Peak torque was 637 at 4000 rpm. Peak power was 670 hp at 6100 rpm. Pretty typical torque curve for standard port heads on a 500 inch motor but the power hung on for longer than I expected.

I hope you do....I noticed a few years ago that with long 4.25" arms if you slightly overcam (by like 8 degrees @ .050) and move the cam up to 101-102 makes better overall power (makes more up top and as much or more off the bottom) than a conventional 106-108 ICL...if you do the math the Intake closing works about the the same as a smaller/later but I believe it's just getting the valve to peak earlier in the induction cycle that makes a big wedge happy.

Hey Andy,

Will those breathers fit under the hood like that??? or is the motor going in a dragster.......

Dyno mule motor, probably won't ever go into anything.

That discussion was around the 724 intake which is the B version of the 725 intake that I'm running on this motor. Those are the M1 intakes with standard runners and 4500 flange.

There is also a RB intake with Max Wedge runners that Mopar used to make that they might bring back. I think it was just a 4150 flange though. Kind of funny, MP had these intakes around before there was much demand for them so they killed them off. Now there are a bunch of motors being built that can use the big carbs and big runners so the intakes are coming back.

Still no one makes a RB (or B) dual plane with 4500 flange. I'd run one on this motor if it was available.

"That discussion was around the 724 intake which is the B version of the 725 intake that I'm running on this motor. Those are the M1 intakes with standard runners and 4500 flange."

It was nice to buy the intake for $81 during closeout.


"Still no one makes a RB (or B) dual plane with 4500 flange. I'd run one on this motor if it was available."

I would send you my CH440 to use but someone trashed it in a magazine article and I can't hardly give it away.

We did a bunch more pulls today trying different things. The "trick" carb is consistently down 50 hp regardless of what we do with it. We tried different jets, plugged the power valves, messed with air bleeds, etc. It just sounds bad and runs bad.

With the UltraHP Dominator back on there the motor cranked out 680 hp at 5800 rpm. Best torque was 637 at 4000 rpm.

Put the 505 back on the dyno today and made a bunch more pulls with the Super Victor intake. Nice looking intake, it is quite a bit taller than the M1 intake. Power output appears to be roughly the same between the two intakes.

so an intake that has been available for a number of years from Mopar is making the same power as the latest from Edelbrock?
I used it because I wanted to run the carb I am using and it fit under the hood.
I also copied my engine from the chuck senatore book and it was his intake of choice.

Well just becuase the power output was the same on this motor doesn't mean there couldn't be a big difference on another motor. The Super Victor runners are a lot longer than the M1's runners so on some motors I'd expect to see a difference in the torque curve.

On a smaller displacement motor there might be a bigger difference since the torque peak would be at a higher speed and the motor might care more about the length of the runners. On a 505 motor the torque peak is at 4000 rpm so maybe the length difference isn't significant.

I have a dumb Question, are these MW or std port head

Andy,

Can you tell us who's "trick" carb is down on power?

Standard port heads.

The carb that was way down on power wasn't mine, it belongs to the dyno operator. We eventually solved the carb problem by changing the metering blocks although we never did figure out what was wrong with the original metering blocks.

have you tried the std. M1 single plane w/4150 flange & adapter w/ Dominator combo? i read in a Mopar Muscle that it was 25 hp over the std. 4500 flange int.----i can say going from the Team G to the above set up i questioned about my car went from 10.90 to 10.71---so the Team G went down the road.

No, I didn't try that. It would be interesting to try a four way test with something like the Victor 440, Super Victor manifolds and then the 4150 and 4500 carbs.

At this power level I'll take a guess and say it doesn't matter which combination you use. I could be proven wrong but my guess is it won't really matter much.

We did try a 4150 carb on the M1 intake using a Wilson adapter. Basically there wasn't much power difference. I've done dyno tests in the past using a 4150 intake with an adapter to a 4500 carb and haven't really seen much diffrence either.

I don't doubt that some people have seen a 15 or 20 hp improvement when using a 4500 carb on a 4150 intake but I don't think it is a general rule. I'd say it is something that can happen on a certain combination but it isn't something that will happen.

Remember, I just did some dyno testing. It is quite possible that one of the combinations would get a car down the track quicker even though the dyno numbers don't look any different. One intake might have better shift recovery or something like that. Or sometimes, on cars with poor traction the intake that has less torque on the low end will run better at the track.

I picked up a Holley Street Dominator intake and a new Holley 1000 hp carb to try on this motor. I haven't ever run either of these items so it should be fun. The 1000HP has 1.56 bores which is getting right up there. I've run a 1.59 Braswell carb before on this motor and it works pretty well.

I'll have to get a street motor back together to try some of this stuff on the road. I wonder what the 1000HP works like in traffic with those big bores.