511 tf270 cam, header, Intake, gear selection?

Okay guys I have a 511 low deck and trickflow 270s for solid roller. Car is mostly street some strip. 4speed cuda full weight.
I’d like to lean toward reliability as long as none of my choices kill power and torque.
What intake, header, camshaft would be optimum and still take advantage of the heads?
I’d like to run tti headers but it’s 1 7/8 or 2 to 2 1/8. I have a Trickflow intake but it’s not going to open up enough.
What would I make with 1 7/8 header, tf intake, a 255@050 roller vs 2 1/8, Indy intake, 265 roller?
I’ll port match the best I can? I’d like to use a gentle cam. Is a 650 lift easier on things than 690 lift?
Please just give me your thoughts and opinions.

nobody has any input on this? 🤷‍♀️

Its a 4speed.....What first gear and tire height?

Drqgula it has the TA 4-speed with 2.47 1st gear. I’m thinking a4.10 with 30” tire.

I guess I’m not asking specific enough questions.
I want to make 700hp and a big torque curve. It’s 11 to 1.
How would you do it w/solid roller?
Intake?
Headers? Can’t find a 2” but tti has 1 7/8 or 2” to 2 1/8 step.
Cam? Duration and lift?
I’d like to reach my goal and be as conservative as I can get away with.
Where do I need peak power to be?

Oh and will a centerforce clutch be enough?
Any input would be great. I’m not sure what it takes.

Dougs do a 2"header , not sure if it has a low deck version . I have the D452 on my RB .
You will need a big cfm carb , probably easier with a 4500 . I use a 1050 on a Super Victor .
Roller cam choice , cant help i use a solid flat tappet for durability . Maybe look at a custom with a softer ramp if street driving .
Tq well you have a stroker so should have enough especially against a clutch . Cant help with that i run a TF .
As to conservative thats subjective . I am @ about 670hp shifting @ 6500 (11.0:1). I know my RB stock block gave up at about 620HP shifting @ 6000 after about 18 months of daily driving and regular racing .
Hope that sort of helps .

Tex

Tex you have a good running combo. I have a 1050/4150.
What’s your duration? I can go 6500 no problem I just didn’t think I’d need to.
I have a 8cc flat top so i can go 11 to 1 if I u shroud the valves. Otherwise it’ll be about 11.5.
Doug’s doesn’t do a 2” low deck. I may just go w the 2 to 2 1/8

Viper ,
mine is 272/272@050 , .600 nett lift
With cnc stealth heads , Victor 440 and a Prosystem HP1000 i modded , i went 10.50s shifting @ 6000 .Tried 4500 + Super Victor for no big gain maybe a little more consistant. The TF270 with Super Victor/4500 made the converter stall rise 200rpm which is why i am running a little more rpm ,plus the extra block weight . This is through street exhaust . never have run it open .

Tex

Tex if my combo runs the mph yours does I would be happy.
I should be similar weight. I don’t know why but there’s no intake choices foe low deck and less
header choices as well. After some thought I do t see what the 2” step would hurt as I’m running 3” exhaust as well. May use cutouts for strip. The only mw intake choice is Indy. Not sure if it’s too big. But it is 511 cubes.
Being the header Intake are the only good option without compromise I’ll have to go that route.
I guess I’m down to cam choice and gearing and wondering what the cam choices will do to the curve.
I want big flat curve so I’m guessing 108lsa.
255 too 265@050 and 650 or less lift.
Thoughts?

Look for posts from Andy F. He has done some tf 270 head engines.
You should call some cam experts to see what they come up with.
I haven't looked at the 270 flow numbers, or know much about your engine build to figure cam specs?
I do think you will need more duration / rpm to make 700 HP.
2" headers, or 2" stepped to larger with 3" exhaust. You may need ceramic boot plug wires like Accell 9000 with the large headers.

Here is a Hot Rod article an Andys engine. I would use the same cam they used 264/268Comp Cams HXL/HXX lobes
https://www.hotrod.com/articles/dyno-day-trick-flow-270-mopar-heads/

http://arengineering.com/tech/

In my 499 (500) low deck with MW Victors, I used the Comp HXL solid roller cam lobes, but I should have used the HXX lobe on the exhausts, likely easier on the valve train with the HXX exhaust lobe.

Okay guys what do you guys think this combo will make for power torque? I have the short block/heads.
My bottom end is
Mahle 1.12 ch pistons
Roughly 11.5 compression
Scat 6.7 rods with 2000
Source crank 4.25
11.5 compression
Tf 270 heads
Yet to purchase but current plan
ndy 400-2 port matched
1050/4150
2 to 2 1/8 tti headers
264@050 cam 650 lift 108lsa
1.5 rocker
Thoughts?

I really like the Comp Cams solid roller grind I had in my old pump gas Duster, it was 260@.050 on the intake lobes with .420 lobe lift and it was 266 @.050 on the exhaust with .409 lobe lift ground on a 108 LSA installed at 106 to 107 intake lobe centers, I change the timing set once and got a little different ILC on the second set.
I ended up switching the rocker arms along with the lifters the second year I ran that motor in the car due to having issues with the first set of rockers and having two of the original lifters fail, I ended up with a set of Crower solid roller lifters and a set of Harland Sharp rocker arms with their 1.6 ratio and I ran the lash tighter by about .012 to .014 when cold and then made sure they where from .006 to .008 tighter when warmed up
That set up pulled really hard from a 850 RPM idle up to over 7000 RPM with the CNC ported 440 intake size Eddy RPM with the low deck six pack set up and the same results with the Indy SR M.W. size intake port heads and a Indy 400-3 intake with a 1050 CFM Holley Dominator
Sorry I don't know the lobe numbers now but hopefully you can find them in Comp lobe catalog with these numbers
With the 4 speed and that 2.47 low gear ratio I would installed it between 103 to 105 ILC

Cab how did it run with the sr heads? That would be conparable to the tf 270 I think. I like the profile. What do you think the power difference would be with 1.5 vs 1.6 as I want to drive the car a fair amount. (7-800) a year maybe. Also do you feel the Indy intake needs more than port match?
Thanks Cab.

Viper ,
108 is sharp and punchy , what mine is , but some would say wider for less peaky tq but 4.25 stroke solves that .108 also means no power brake vacuum
I have a Source 4.25 with 7.1 rods
My exhaust is the D452 , 3 1/2 "collector 3" exhaust to dump at diff , H pipe and Hooker aero chambers . NO cut outs
4.1 gear 30" radial slick
I forgot , i run on pump gas . Australian 98 not oxygenated . Probably similar to your 95/96? No additives .

Tex

FWIW I've been running an Isky .680-.660 276-281 solid roller for years in my street/strip Dart and it has gentle lobes so it's not a spring killer and makes great power from down low well past 7000 r's......

I’d like to call Duane Porter for a cam, but the comp cams have gotten outrageous expensive.
Wasn’t there someone on here that made like 713/708tq with a similar build? I can’t remember who.

We did a pump gas 505 with TF270 heads, Comp street roller cam, ported Indy intake and a Holley Sniper system a while back. It made a hair over 700 hp and 650 torque. That was with 2 inch dyno headers. The car is almost finished, should be running by the end of the year and then we'll find out how it drives.

OK, the compression ratio and power expectation helps with cam selection, IMO.
I don't have any TF combo to compare to, but this is my input.
511 CID with TF270 heads can make 700 hp pretty easily. I would prefer slightly over 11.0 CR, so if the final chamber size (milling heads?) and space above the piston (compression height and valve reliefs can get you closer to 11.5 CR; that would be nice.
The header choice will have people liking both. But I say for mostly street and a 4-speed, go with the smaller headers; even though peak HP will be a little less.
Cam duration between 265-270 degrees at 0.050" tappet lift. Valve lift with 1.5 rockers 0.620"-0.660".
With the TF intake port exit slightly improved, I would expect peak power of my picks 6000-6200 rpm. Low end (2500-3500 rpm) torque will be better with the smaller headers so you won't have to down shift to the torque peak around 4900 rpm.
Even with 11.0 CR, a 260-265 cam with 0.640" lift can make the 700 hp around 6000 rpm, torque peak around 4600 rpm. But if it only make 695 don't be mad.

The engine we did used a Comp street roller 260/266. Lift was .650 range due to the T&D 1.65 rocker arms. I think compression ratio was in the 10.5 range but I'm not sure. I think the intake has to be ported to hit 700 hp, as cast Indy intakes are really ragged. The torque was close to 650 from 4800 to 5600 so a big flat curve. Peak power was in the 6000 to 6200 range.

I run a 31.5" tire with 4.10 gear, and that's a bit much on the street....I would go 3.91ish....

Thank you guys for the input. It looks like I’m on the right track.
Andy how much porting would give me bang for buck. I plan to call modern
Cylinder head for an intake and hoping they have a cnc program.
For headers I already have the 2 to 2 1/8 coming.
I did find a Howard’s grind that’s 263/270 .675/.650 on 108.

Next question. Do I have to worry about lifter coming out of bores too far and uncovering the oil band?

Dragula I was thinking possibly the same thing for gearing. Thank you.

The rocker arm ratio affects the motor from idle to peak RPM, do the math on how much increase in the net valve lift and then decide if you want more lift on the lobes or do it with the increase rocker arm ratio 1.5 X.420=.630 gross lift,1.6X=.672. I check the net lift at the retainers and it had closer to .700 net lift than .670 That cam pulled really hard all the way from a idle to whatever RPM I wanted to shift it at including up to 7800 RPM
That motor exceeded my wildest expectations from day one with a set of ported big valve 906 heads all the way up to buying and using the CNC ported Eddy RPM heads and then with the dyno testing on both the Indy 440-1 and the Indy SR M.W. heads. The SR heads flowed 340 CFM at .700 lift and the 440-1 flowed 370 CFM at .700 lift, the 440 -1 heads made 50 HP more on my pump gas motor at a little higher 7500 RPM than the SR heads did at 7300 RPM More air and fuel in makes more power
I didn't work on the Indy 400-3 intake for either set of the Indy heads, it made good power and torque with all the heads I had on that motor with the same rocker arms with the Eddy RPM and SR heads, same brand and ratio on the 440-1 heads
On the head swap tests I used the same carb with the same jets and ignition timing, head change only, both Indy heads had the same 76.0 CC on the combustion chambers, same head gaskets also
I did test both sets of the Indy heads on my higher compression ratio 526 C.I., 440 mule motor, the 440-1 made 845 HP at 7500 RPM on race gas and the SR made 775 HP at 7500 RPM on pump swill
Good luck on your build, it should make a lot of power

As far as the lifter band uncovering, yes they can unless you bush the bores but I run the Isky solid body's so zero issues there......

Okay guys I got the cam today. Did some horse trading with a friend.
It’s
265/269
.660/.653
108lsa
Things are moving right along. 😀

Are you planning on doing any chassis dyno pulls when you're done? Would like to compare when I get done.

Yes, I measured this on mine. Many different lifter designs out there so that matters as well as the cam base circle.

Based on the hyd flat tappet cam I had, discussed how much room I had to decrease the base circle with the cam grinder and how much room I had from there for lobe lift without uncovering the oil gallery. With an MP hemi block, unbushed, .430 intake lobe lift I'm only about .020 away on each end from uncovering the oil gallery.

I’ll be at .412 lobe lift 🤞

I do plan to put it on either an engine dyno or chassis dyno 👍

Still, need to measure everything due to variance in lifter design and base circle.

My book shows 3.73 gear as being best starting line ratio with 4.25 stroke, 28' tire and 3400# for my car.

I just finished a 512 low deck stroker with 10.5:1, TF270s, deep ported Indy single plane, 2" headers, 1050 dominator, and a solid roller cam. It has yet to be on a dyno, but I can tell you that it's a beast in my 3200lb Dart. I'm running Caltracs and MT 295/65-15s and the car will light them up at will. Looking into Davis traction control so I can reliably put the power to the pavement.

Here is the cam card:

I do realize that I need to measure. I should of been clear. Thank you for the advice.

Very nice build. Is the times in your signature with this motor?

Yeah that is a healthy cam for the 270 heads, should make plenty of power up top that is for sure. Looks like you polished the motor plate? Did that take a lot of work?

3.73 probably would be a good ratio with a 28 inch tire. I decided that 3.90 was the best ratio for my Duster but I have a 29.5 inch tire in it.

Andy I’m going to be changing to a 295/65 or a 29” tire. So 3.91 may be my best bet. 👍

Where do I order a Indy 400-2 intake from? Can the valves use unshrouding on these heads? I have a friend that wants to do intake porting and optimizing.

You have a 8.75 rearend behind 700 hp?

Don't touch the heads. The Indy intake can be purchased from most anyone.

andy, isn't your duster an automatic ? if so, what converter do you have ? TIA as always.

Sort of. I made some big changes since I put the ET in my signature. Our local track closed so I retuned the engine to run on pump gas. I went from 13:1 compression to 10.5:1 while at the same time ditching my OOTB Stealth heads for a set of TF 270s and the deep port matched intake. Cam is the same, but advanced 4 degrees at the recommendation of Bob George. The old combo would hit a wall at about 5500 rpm. The Stealth heads just wouldn't let the 512 breath past that. I have hit 7000 rpm with the new combo and it was just singing along. Not sure when I'll be taking it to the track to see what it will do. I have no doubt the car will now be in the 9s so I hope I can get one really good pass in before they kick me off the track for not having all of the "stuff" needed to run 9s legally. I'm done racing since I moved to this rural community specifically for it's race track. It's just going to be a fun street/show car now.

The top was already very smooth when I got it from you. I just hit it with some Mothers polish on the top edge. The face isn't polished, but I did hit it with gray Scotchbrite to even out the sheen.

I'm running the 295/65x15 MT SS with 3.73s. The converter is a 4200 8". There is no lack of low end torque!

10 inch street converter from Turbo Action. Part number is 17805ST-17022. You would have to call them to confirm exactly what it is and if it would work for you. Paul described it to me as the tightest 10 inch converter they build for Pro Street type cars. It is the only converter I've run in my Duster so I don't have any other data points. This one seems to work just like Paul told me it would. It is loose enough that the car idles down and it doesn't push against the brake at stop lights, but it only slips about 4 or 5% at freeway speeds. I don't know how much it will slip in high gear at the track since I haven't made any passes yet. It slips a lot when you go WOT from a standing start but it starts to catch up as you go down the road. I just don't know how long it has to go before it catches up at WOT in high gear.

I like that story. Moved to a rural area just for the track and now you're done racing. Funny how stuff works out sometimes. I understand completely.

Andy my plan is a Dana from dr diff. 3.90 or 3.91 gear is available.

That looks like the Tucson ,AZ area, is it?

I use to have both types of M/T ET Street and ET Street Radials of the same size, 325x60x15 on the radials, the radials didn't hook worth a hoot on the street, the bias ply where way better on the street
The radials where quicker and faster at a decent hooking track, not good at all on any semi slippery surface like most streets around here
As far as rear gear ratio I tried 3.73, 3.91, 4.10 and 4.30 in my old pump gas Duster, almost no noticeable differences other than spending more time in high gear at 1/4 tracks with the 4.10 and 4.30
That motor started off as a 511 C.I. with 9.25 to 1 compression with big valve slightly ported 906 heads and ended up at 517 CI. by increasing the stroke from 4.25 with -.026 piston deck height to zero deck height with a 4.300 stroke crankshaft, which increase the compression ratio to 10.29 to 1
I really like that car, it far exceeded my expectations 9.993 at 134.7 MPH cork up with the full 3.0 exhaust system and air cleaner weighing 3450 Lbs. with me in it

I'm close to Wickenburg, AZ.

Boy was I wrong
I caught a bus in Wickenburg to go visit my cousins who lived in North Las Vegas at that time, circa 1960. I lived in Blythe back then
I drove through Wickenburg from up here in Oregon down through Kingman down to Tucson in 2013 to pick up my current S/P car, lots of change to the entire area since 1960
I raced at Speed World in the mid 1990s also back when i lived in Hesperia, CA To bad it is still closed now

Speedworld had just celebrated it's 50th anniversary 2 years before it was shut down So depressing.