I got this combo and its getting chewy to rev up after 5000RPM

440RB->500cui 11.5:1CR Stealth heads OOTB Edelbrock RPM Intake
950cfm Holley Aluminum Street HP 4150
Headers, 2,5 Exhaust with X Pipe
256/260° Cam with 590/602 lift
1964 B-Body
2000RPM Stall Converter, 2,76 rear axle

I know this is a unusual combo for, but my goal was high speed driving on the Autobahn in germany and in general it does that very good and still has some good
street manners. I understand the heads are the worst bottleneck currently but I won't be able to change them shortly. I have the feeling I could use more carb as I had to step up the main jets to 94/99 so that its not getting lean (AFR monitored with FAST)

I'm looking at those options I have:
Edelbrock Torker II with 1050cfm Carb
I might even get a M1 Intake with Dominator Flange and than 1050 Dominator carb
Complete 3' Exhaustsystem so it can breathe

What would you change first?

Thx

The intake will show reversion if the exh is backing it up and I would adapth the 1050 to what you have 1st,Then the exh...

M1 and Dominator will certainly wake that up. You'll be going 72 before you have to shift into 2nd.

Stay away from that stinking Torker 2
They don't work well on a street motor being a early single plane, your current RPM intake is better
I've tested both of them on the same motor within 20 minutes of each other on a DTS engine dyno and the RPM is considerably better from 1000 RPM to 6500 RPM
We also tested the Mopar M1 4150 single plane intake on the same motor that day and it was better than the RPM intake from 4500 to 6500 RPM but not as good on the HP or torque between 1500 and 4500 RPM
I'm sure the 3.0 inch exhaust will help your deal a bunch from idle all the way to the top RPM
I've tested that also at the track and I don't use 2.5 inch exhaust size on BB any more

Define 'Chewy'?
Rough? Losing power?

Is the fuelpump able to keep up?
What's the fuelpressure at those levels?

Enough power/voltage to the ignition?

It doesn't gets rough or struggles ignition/fuel its just takes much longer to rev higher than
5000 RPM as it goes from idle to 5000 RPM in second gear. It still builds up power as you can feel the difference if you shift at 5000 or 6000RPM. I had to change main jet sizes a lot so that it doesn't gets lean. It comes with 84 jets ootb. Holley Techs as well recommends to step up to a 1050 carb after reviewing all my specs.

I just picked up ~25 hp going from a TTI full 3" system w/ H-pipe to a 3.5" system with an X-pipe and dumps before the axle on my 493".

I've had good luck with the 4150 M1, but you might want a Dominator. Who is footing the bill at the gas station?

your combination probobly makes peak power in the 5300-5500 rpm range with those stock stealth heads & 500 cid

A quick and cheap test to see if the exhaust is hurting you is to simply put some flat washers on your collector bolts between the collectors and the exhaust flange. Basically space the exhaust away from the headers so that there is a gap for any back pressure to escape out of.

It will be some louder, but won't hurt anything and will let you know if the exhaust is a problem.

I have a Max Wedge style 2,5 X-Pipe with open ends and will give it a open test drive once wheather allows. Selling the Carb and buying a 1050 as well on the list. At the end I guess csk is right that the heads are the most limiting factor here.

I think your 2.5" exhaust should be your first upgrade. After that, I would think about the carb/intake combo. Maximum acceleration shouldn't be on your "Must Have" list with your total package, so I wouldn't worry about the heads for now.