I call Bravo Sierra on this.... That's my build with one less point of compression.

Again Jim........many mistook the point I was trying to make. In Comp, Super Stock and some other trims, with sheetmetal manifolds, dry sumps, ultra-light bobweights, super low drag ring packs, etc, etc, the in question number is attainable, but lets face it, those type motors are few and far between. I was speaking more along the lines of what the average guy is going to do. Sure, he may have some KILLER cylinder heads that would be up to the task, but it's the REST of the motor, where making the jump from the 850-880 range to over 900 is where the issue lies.

And I wasn't trying to insinuate the guy with the Valiant was lying or anything like that.......but we all know this is a HARD, very hard in fact goal to achieve and just a run of the mill motor is not getting it done. His mph for the weight car, indicates he is about 20 shy of the "magic" number. Do I believe his motor makes the 880 the mph indicates.......absolutely I do. The 934hp the ET indicates............well I have my doubts. That's a 50hp swing in numbers, so the real number is likely in between.

My dad ran a SS/GA car for years that was a record holder. WE did the motors......me and him, so regardless of what some may think, I know EXACTLY what is required to get more power from a combo than most think is there. There was 40hp difference in our "record" motor and our "race" motor. One needed freshening in a handful of passes and the other would go the season. THAT is the difference, but of course you KNOW all this.

I didn't know this would be such a hotly debated topic when I posted it.

I was just looking for the "general" opinion from people that haven't built a engine of this caliber in the past. I did make the mistake of generalizing the 900 hp mark and do realize there is a substantial difference in 25 hp output at this level. My motor made (by the calculated #'s a little over 900 by et and about 880 by mph) so I would suggest it was very close to an honest 890 hp. BTW, my car was at 2880 when my best times were ran and I am very impressed with those that have under 400" engines running quicker at more weight.

My build is what I would call a higher end, but regular guy build. It is a very mild bracket roller cam, about 14:1 compression and cast single 4 manifold. Not exactly the things dreams are made of, but made good reliable hp. Didn't cost me anywhere near the $40k I am hearing, but was north of $20k by a decent amount for a blend of new and used parts to get it done. Thanks again to Brett Miller for the very nice CNC ports in the heads.

Bretts new engine is not typical, but should easily eclipse 900 hp. No canted valves required.

It just took a bad turn when some people put THEIR OWN limitations on the build. You asked a blanket question - 900 NA H/P = how much. Others created the drama with all THEIR limitations, such as inline valves, new vs old parts, etc. Bottom line is - there is no simple answer. The guy that can shop wisely - including "seasoned" parts, use patience while buying parts, get his machine work done CORRECTLY at reasonable prices, and can do a lot of his own grunt work will pay dimes on the dollar to the guy that buys all new stuff and just writes a check when the pump shows 900 HP.

And here's the real rub. People that use MPH as a true gauge of H/P must be clueless to ALL of the things that affect trap speeds. Weight is obvious. Driveline loss is too, to a certain extent. Engine accessories - I've never seen anybody use a working alt on a dyno pull (at this level). The smarter ones will start to consider the aero package, and that resulting drag. But something NOBODY ever seems to grasp is that a dyno cell is not a real world scenario to the airflow introduced to the carb. While you can jet for max installed H/P - it does not mean you are making the H/P that it did on the dyno. You may gain H/P by having an efficient hood scoop/air pan setup that draws air from a cool high pressure area. But you can also lose it by drawing your air from a hot low pressure area. Look how much power Pro Stock cars lose at Denver - same thing - lower effective "air pressure". There can easily be a 50 H/P swing from the most honest dyno numbers to the H/P the engine actually makes in the car. And I'm sure there are other things that affect the H/P to MPH equation. Point is - there are too many variables to use the weight/MPH ratio as a way to accurately judge an engine in all cases.

I agree mph/weight will tell ya,however SOME dyno are money when it comes to hp calculations.
It's good to see 99% who posted here put a weight and mph next to the opinion.

Monte was just giving a few more examples not trying to second guess your knowledge, the Wallace calculators which I use from time to time seem to be (3%) on both sides, hp is always a bit high with et.always low with mph. In most of the super stock modified cars they never show what they should actually run according to dyno hp,if they did my car in ss/bm with a p/s truck 358 should run 8.00 to 8.10 , I never ran that with the 390". Two more cars I can think of are Scott Gove,his car is stupid fast he has been in the 7.90 zone not sure if it's a p5 or w8 and Paul Ricci with his avenger I know is a w8 and has been very close to the 7 second zone, both of those are well over 900 hp on hp. I don't have the mega cubic dollar budget to buy multiple $4000.00 torque converters ,$3500.00 headers,tires,gears,carbs etc. I know you know the drill and that what it takes.

I don't think it is much of a debate at all. There are a bunch of guys saying they have 900 hp SB engines and they have track times and dyno sheets to back it up. There are one or two guys who say that they don't believe since they haven't seen it themselves. Seems to be that Monte's myth is busted, 900 hp SB engines do exist and have existed for many years.

How much they cost depends but it looks like $40K to $50K turnkey for new parts gets you in the neighborhood. Maybe less if you do some work yourself and have some used parts. Maybe more if you just write a check to a big name engine builder who sees you coming.

Brian is just a regular guy on a budget like most of us. He has a really good combination. But, struggles like everyone else when trying to be repeatable with one of these combos.

I just get pissed by the guys that say it is easy. Or even they can do it. When the fact is many of us have built or had help or bought one of these engines. Flow numbers from 390-420 and HP from 850-1000 posted. Most of us are not stupid. If you don't have the mph then you don't have the HP. Or at least when the engine is in your car the power is just not there. If you 60ft is out of shape the guess what so is your et.

Brian really posted an impressive pass. His et was great but had a great 60ft. His mph was also stought t,o there you go, HP.

Now everyone thinks Brett is the only guy who knows W8's. Well that's just BS. Many people have ran better ET's and mph over 10 years ago. The difference is Brett doesn't bend you over to help you do so. I dealt with a lot of the ground scorchers in the early 2000's. Many were pretty decent until you wanted port or intake work. Or complete engines they wanted to put you in bankruptcy. Today if doing one of these I would use Kevin Blanks for block work if he had the time and head work definitely call Brett Miller. I just can't afford the Pro Stock NHRA guys.

Brett

Leon

where did you read someone said it was easy

This post is good and you guys kill me. lol

This forum is like every other one. Good and bad info.
Just like Google YOU need to seperate the BS and use the info YOU think is valid.
So in my Rusell Peters voice

"TAKE IT AND GO"!

Matt

Here I was on a vacation in Greece, warm ,sunny, good beer and beautiful women, and you are having fun here...

I don t know what the cost would be since I have bought most of my stuff used+ paid shipping,24% sales tax and customs fees,but
it isn't cheap, don t know if I have 900 but I will post a dyno chart, I have 10 less inches and a tad lower comp ratio and unleaded fuel

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A dyno read is exactly as good as the honesty of the operator. Read Vizard for how many Indy, NASCAR, F1 dyno results have been "adjusted" to please the customer.

Still pretty stout !

Just need to add, "low maintenance and pump gas" to the question and we might lose a few guys to cardiac arrest...

Sasquatch's quote: "The R5P7 deal will do it easy...
Fishy340's quote: "Jeremy @ Extreme will have a sb wedge out next year with a 420 intake and single carb that will eclipse 900 easy...


Only two examples I could find...I swore there were more...

there's parts out there Billy..... just think of the posibilities!!

I can't keep the 904 alive with 600HP and a small shot...

r5 p7 has the potential to make well over a 1000hp there a ton of Cleveland sbf making over a thousand similar style head

I'm sure that'll start another fire

Jeremy at Extreme could easily do it, watch an x275 race