uuuuuuh pm inbound

I have a 572 aluminum block with Big EZ heads on order with Best Machine. I'm thinking it should make 900 hp since my 514 with EZ heads made 900 hp. So if that is the case then I don't see any reason for the extra complication of B1 heads. I do think -1 or 572-13 heads would be the "safer" choice if a guy was shooting for 900+. In my case I went with a 572 since it was the same cost as a 540 but I'm using a dry sump. With a wet sump the extra stroke can get in the way depending on which pickup is being used. No doubt the EZ heads will cost me some power but I still think it will make 900 on the pump.

Pull this trigger Jeff and I could arrange FREE shipping….. but ya got 20 days to pay the man!

I hope to let you know in a couple weeks... Should hit the dyno at the end of August.

Casey FJ

I already have a aluminum INDY block, 4.375 Molnar crank and 7.1 Molnar rods, INDY 440-1 345CNC heads, 440-3X intake, and headers built for the car. Big ticket items left, are T&D rockers, vacuum pump, and Jesel belt drive. The rest is nickel and dime stuff.

I started this thread mainly just to get some discussion going on the board.

That combo should work. I've never had much luck with the 3X intake but it might work on that engine. Just have to try it and see. I tried it a few times and kept going back to a fully ported Super Victor which always worked better but I never tried the 3X on a really big engine. What are you going to run for a carb? 1250?

Most likely I'll run my 1050. I know a few people that run 1050's on engines that make 900-1000hp. Is a bigger carb NEEDED? I'm not sure. Doesn't mean it would hurt though. If I do anything different, it will probably be a carb from Thumper.

BTW, saw some pictures of your new 572 Andy, and it looks like it is going to be a killer piece. Looking forward to the dyno results.

870-900hp is plenty to run 8.90 at 3100, but the car needs to be on point. Well within the reach of a good -1 head for sure. I personally would likely use a B1 head(I know big surprise)but we always wanna go faster dont we. So why max out a head when you can have ore room to grow. Dyno numbers are dyno numbers but an HONEST 875 should get you there in a good car. Its simple math. FWIW my old Valiant went 9.0s at 150 with a stock block 511 with a B1 originals at 3470lbs.

Wes sent you a PM, just curious if its still available.

Yep, looks like Chuck put some pictures of the 572 up on their facebook page. I'm not a facebook guy so I had to look around for it.

Anything in the 900 to 1000 hp will pick up power with a bigger carb over a 1050. You could be leaving 30 or 40 dyno hp on the table with a 1050. The extra hp may or may not get you down the track quicker. Sometimes the smaller carb goes down the track just fine if the chassis doesn't like the extra power.

Since this post is running in a few directions and according to the OP, stimulating conversation...Andy, Why did you choose EZ heads for a 900HP target? And when i gave my opinion on how I would...that is why i mentioned Orig B1's ...because you have room to grow.

Has anyone ordered NEW B1 heads lately? I know single 4 intake manifolds have been discontinued for a while now. I would assume getting rockers, and valves wouldn't be an issue? Is Brodix still making the B1? Seems like everyone that has a set buys them used. No doubt they are the next best thing to a Predator head, as far as wedges go.

Scott can get a new set of heads no problem, these days the time frame is always a question. I think people buy them used because they don't wanna spend money for more than something like a -1 head. I have sold probably 7 used sets of B1's myself. As for a Predator head it is far superior to the B1 Original or MC head, easier to put a combo together than a TS and then there is the unicorn PSO stuff. different conversation there IMO.

As for carb size I would be say bigger will make more power. My current B1 deal has a 4150 on it because it was built for NSS stuff. But it has gone 8.90 at 3460, and even as good as the 4250i on it I m confident that it will be quicker with a good dominator. But until we run it and see its speculation.

But lots of ways to get to the power level the OP is looking for. Just personal preference.

The engine is going in a car with custom headers and the owner of the car didn't want to run a risk that his headers wouldn't fit so we went with EZ heads. Had it been my car I would've used 572-13 heads and changed the headers but on a customer's car you do what the customer wants. It isn't like it is a horrible decision, the guy is stepping up from a stock block 505 so the car is going to lose weight and pick up power. When he is ready to step up again down the road then the engine can come out for a refresh with new pistons and 572-13 heads and new headers and the guy will pick up a few more tenths.

Im about to buy a new set.... cant tell you what the wait time is going to be.??? But im hoping to have something done in a year?? or hopefully 7-9 months??

True.

My old Dart was similar weight as Al's Valiant, BMRE KB alum 540" 920HP on Vince Impasato's dyno, B1 O's with minimal work done and went best of 9.17/148 N/A with glide, cam/4.10 gear/converter setup for nitrous on a so-so track and 30" ET Streets. I think you will definitely achieve your goal N/A, especially if the car is working and on a good track.

Al, it's gone brother. PM'd you back.

425" Gen3 Hemi in a 70' Road Runner. We'll see....

LAWD HAVE MERCY……..Oh yeah!

How fast has this combo been?