There is a write up of one on engine labs site, longer block, larger bore spacing and 4.9" stroke IIRC.

A lot of people underestimate the power that Victor heads can make. Any head that can easily flow 370-390cfm can make horsepower.

Compression is 12.5 , camshaft is 275@.050 intake 279@.050 exhaust. 113 LSA intake is 109.5 centerline.
A lot of thought went into the camshaft and particularly the intake closing point.
The Victor head is way better than most give it credit for. Any of the 350cc cnc programs will get you right at 385cfm @.800 with the 2.2 valve. For my heads, I am 355cc, 2.2 valve and flow a TON. I stayed with the 2.2 valve on this set because the 2.25 on my first set didnt yield much. I thought it made the port a little too slow.

I may post my flow sheets some time. I would like to get the car on the track and see what kind of power its making. Dynos and the track are 2 different animals.Valve train is atrocious on these heads. This is my second time using them. I recommend milling the rocker stands off and use longer valves. At the end of the day, thats the only way to get them right. Anything else is too compromised..

Nice work with impressive results! Sounds like you have spent some good time putting the energy into the things that make power.

In my experience, very few will realize the corrected power that even a 'conservative' dyno will show. As long as I have been in the testing community just about ANY data is relative if you want to learn something. It's a point of reference that the skilled can use to anticipate potential. Regardless, you being apprehensive to post any information is respectable. But then the debating is entertaining, lol. After reading more of your posts, I have less doubt that's what it made. Does anyone know of any near 900HP (as verified in-car) Victor headed motors?

I believe Peter Wille in Canada has proven his 1000hp Victor headed 555ci engine, in his 3400lb Cuda runs mid 8's.

That was the first one that came to mind. There is a guy local to me that is upper 800's. I've seen his car run.

Also much consideration must be given to how well the car and driveline are scienced out. My dart as an example, many things are less than optimum. I leave soft for consistency. Tight converter. I could probably use a different set of trans ratios. Weather. Headers are close, but may not be the ultimate. Still, the car had some amazing performance show up on parts of my runs. So all in all, despite some guys saying it ain't got the oats the dyno sheet says, I believe it does, it just isn't applied perfectly. After all, nothing is ever perfect.

LOL you are right!...I forgot all about that particular one that I have mentioned in the past.

I had one of the first sets of the Victor heads and the short valve design really turned me off. I ended up selling the heads and never built an engine with them. There were some other things wrong with those first heads that made them just too much work for me to mess with. Looks like you're getting them sorted out though.

What did this car MPH/ and what does it weigh?

I have no reason to doubt BES' numbers, but find it odd that their dyno printout doesn't include any of the basics like AFR, Fuel Flow, Air Flow, etc., included

That’s the “secret squirrel” dyno sheet

That's nuts! (Get the squirrel / nuts reference there? )

That's my fault. All the normal info is printed on its own page. Each run has about 6 pages of data. This forum has a limit on the number of photos you can post at a time. I thought it odd all the columns were empty until I started going through the 40+ pages they printed. Everything is there from weather data to A/F ratio, air flow, ect.

His car is 3250, 120mph in the 1/8.

Thank you, that agrees with what others on here have experienced. That much power with only 12.5 compression is even more impressive.
I am assuming your cam lift is in the .800" range and you upgraded to individual rocker arms as mentioned. Would you have any more information on that modification that you would care to share?

What do you think is the cause of the discrepancy of the programmed shift rpm and actual shift rpm? We don't have any data logging yet. We may in the future.

If we are talking 727's here, the 1/2 will always be later than when the shifter is actuated. The quicker the car accelerates, the more rpm gain between lshifter movement and the actual shift. It takes a given amount of time to fill the servo and apply the band. With factory valve body castings this path is quite long. On mine we've even milled the servo passageways larger to increase flow area. With a non LBA valve body the shift is seemless. It's either in 1st or 2nd, no overlap. As long as the converter flash is below the set shift point, just set it earlier. The problem with mine was it needed the shift point set while the converter was still in the flash rpm zone. Thus the mods. Lower ratio levers can apply quicker, but with less clamp load of the band. i haven't tried a 3.2. But band life is excellent with a 3.8. Tighter band settings are quicker as well. As long as the band isn't dragging on the drum.
Doug

355 cc?!?! Holy cow I had no idea.....

I just keep slogging along with my old -1s and now guys are making Eddie's that are better lol.