500 inch b1 carb size

What is the average carb size on a b1 original engine. I am currently running my 1050 pro systems I had built for my old w5 small block a few years ago. I'm just wondering if there's any hp to be gained with a bigger carb.i always run nitrous so I'm not really interested in every ounce of n/a power but if I'm way undercarbed it would be worth the cost to buy a new one

Depending on RPM but it could go as high as a
1250... or a tunnel ram with 2 1050s for max
air flow... you can get enough fuel in.. its
always the air flow that lacks.. I was gonna
go 2 1050s on a tunnel ram on my 514ci

I saw 30 HP gain going from a single 1050 Dominator on a Indy 440-3 intake to two 1050 Dominators, one was the same carb, on a Indy dual 4500 tunnel ram intake I was disappointed with those results That motor made 775 HP with the single carb, intake and 1.5 inch Wilson manifold reversion spacer, it made 805 HP with the dual dominators, not sorted out though I have good freind who ran a heads up NOS class out here on the west coast for years and years(20+), I encourage him to make as much power as he could N/A and then add as much NOS as needed to win the races, set low ET and MPH and qualify #1 so he got all the money he could earn at each race to help him on his racing expences. He did that for years after that and won the sereis championship in his class a bunch of years

two 1050's are going on my 528 ci. if i was using a single carb i probably would have used an 1150.

When you push the button the amount of air going through the carb really drops off. The more you spray, the more it drops off.
I would think on a 500" motor, that a 1050 would be plenty once the button has been pushed.

That is stunning Viper, What intake is that ? looks like $$$$$, love it.

It's one of john marcella's work's of art

Thought my new Indy looked good......... well it did until I seen yours .

Very nice. Are those O-ring seals for the carbs? what was the price?

I run an 1150 on mine 500" with indys -1
don't the b1 flow more?

B1's flow about 5 percent more ?, and have bigger runner volume. I forget how much, but the Mcfarland formula puts them over 500 rpm higher for peak torque over a good set of 440-1 heads, depending on short block size.

Pro systems wants to build me an 1175 for it, I just want some real world comparisons from guys that don't want to sell me a carb first. I don't have a lot of info on the b1s as I bought this engine complete and it does like a little rpm, I shift it at 7400, but I run a glide so only one shift.

As long as what you have works for you keep it, size is about right.

Yep, I have 3 mid 8-second cars w/1050`s and spray.......

Interested in the same ? . There must be more 500-528 combos out there, I have a 512 b1 motor on alcohol ran a 1050 dominator 192 squared jetting . Car wieght 3280 went 9.27 at 144 , I'm looking for a bit more out of it and was thinking of going injection (James Monroe at killerrons) recommends a 2400 cfm terminator. My other thought would be a tunnel ram with two 1050 , cost wise the injection seems to make more since .

CFM rating is not really as important here as the size of the blade. Put a really big blade on a single carb motor and the air speed through the carb will be too low at lower rpms and make it a tuning nightmare. Especially on a nitrous motor with a tight converter............So, whats the answer, if we want to talk CFM, DON'T go to what is considered a 1250 throttle blade size.....too big

Agreed steer clear of the Holly or equivelant 1250 shelf stuff for sure. They have to much throttle blade.

FWIW my 525 B1 had a 2.100 Throttle blade and made right at 1100hp. CFM wise it was in the 1180cfm range. I prefer three circuit carbs myself as it fits what I do. Some will argue that point and I understand their reasons, bit for me I prefer the third circuit.

Sounds like I get to save a $1000 or so and keep what I have since this is a nitrous only deal. Thank you all for the input

Take the carb you have and tune it properly for the engine to run as good as it possibly can on MOTOR.........do this, then turn the spray on and forget it. No matter how much nitrous you spray, the CARB will NEVER need to pass more air than the motor does while in N/A trim. The more nitrous you spray, the more it displaces air from the intake and N/A power goes down, because carb is drawing less air and fuel.

Thanks monte, we've done exactly that. I ran it just enough times to get the motor happy and then sprayed it and have not looked back. I'm glad I posted this because I was unaware about all the blade size and stuff effecting my tuneup and the difference the nitrous makes to the actual airflow

For nitrous I don't suggest you run a 1250 until you get to the 580" or bigger range. With a 1250 the throttle moves less to run the same RPM as a 1050, and so it runs on the transition circuit to a higher RPM before the boosters start to flow. You can certainly make one work with custom booster inserts, but until the displacement is larger I don't think you will see any difference, and it will make tuning with a tight converter real sensitive. NA with a lot of converter, no problem.

FWIW my 525 B1 had a 2.100 Throttle blade and made right at 1100hp. CFM wise it was in the 1180cfm range. I prefer three circuit carbs myself as it fits what I do. Some will argue that point and I understand their reasons, bit for me I prefer the third circuit.

PM message waiting for you Al. Thx.