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Quote:

Originally Posted by mggdoors (Post 4671109)

I agree with carbs having the capability of running well. I guess what I like about efi is the much more controlled idle and ability to idle it down a bit more. The quick fuel 1050 4500 annular is the best Ive ever ran. On my daytona (489 blower motors) lowest I could idle down to was 900 which was like 13mph. Way too fast approaching dock or trailer. So constant in and out if gear. I know alot has to do with pitch and ratio. But if I can slow down just a tad Id be happy. I actually have quick fuel 750s sitting on my shelf but would be too small for my application being a dual plane. I generally run off the 130% rule on dual plane. That is 130 of cfm requirement. Works very well. Regarding prior post you will be fine. Capacity is king. I figure I have about 14 quarts as well when everything is considered.

I was able to get mine to idle down around 750-800 no problem. I've really considered going EFI but I really hate to with how well this carb runs. Plus, a carb has never left me stranded!!!

Quote:

Originally Posted by corey331 (Post 4671112)

I was able to get mine to idle down around 750-800 no problem. I've really considered going EFI but I really hate to with how well this carb runs. Plus, a carb has never left me stranded!!!

Its funny you bring up stranded. The deciding factor for me was research on failures for sniper efi. Granted most were minor but then again getting towed on the water is a pricey mofo. My props really load the engine when initially put in gear.

Looking at that Dyno Chart, the 416 LS3 has almost 500 ft lbs at 3500 and above. That's plenty of torque.....

Quote:

Originally Posted by wannabe (Post 4671120)

Looking at that Dyno Chart, the 416 LS3 has almost 500 ft lbs at 3500 and above. That's plenty of torque.....

Mine starts making 500 ft lbs at 3200 and doesn't drop back below 500 till 5950 rpms.

Quote:

Originally Posted by corey331 (Post 4671112)

I was able to get mine to idle down around 750-800 no problem. I've really considered going EFI but I really hate to with how well this carb runs. Plus, a carb has never left me stranded!!!

Not to mention I have studied many intake combo LS dyno shootouts and most EFI's struggle to top the HP of a good intake and carb which shocked me

After much debate I ordered Pro Systems Venom VX 950 carbs with wet flow of 860. I did as well go dog leg.

Quote:

Originally Posted by ezstriper (Post 4671228)

Not to mention I have studied many intake combo LS dyno shootouts and most EFI's struggle to top the HP of a good intake and carb which shocked me

You are correct but the crossover point is generally ar 6k and up on ls3 heads. Although some do hug the line very close from 5k.

You made a compromise for the extra flow? I recall them with annular boosters flowing around 831. At least the ones I had did. 950's a great carb right out of the box for many applications and have a great booster signal. Would be my first choice on tunnel ram builds also.

Now we can get educated once again on the verturii and throttle bore size!!! lol.

Where are you getting the bell housing, starter, front belt system etc? Pretty much the marine parts.

Quote:

Originally Posted by getrdunn (Post 4671298)

I was going to go with a 1050 annular with wet flow of 970. I ended up going 950 with 860 wet flow to maintain better cruise afr and response as well as off idle response