The car is fast, no doubt about that. So regardless of the dyno numbers it is a stout combination.

Exactly my point of mentioning Frans motor with the different pieces than it was dynoed with. Those pieces could add the '50HP' that it appears to be lacking from your dyno. Again to me this is validation. And that is not considering that it is well-sorted out in the car so, there could be even more.

Being a stick might help the mph. And if it truly weighs 3400. It's pretty impressive. Never seen another Victor headed motor run even close to that.The track video shows it runs better than most any BB inline wedge Mopar I've seen period. Centainly much better than mine.
Doug

The Moroso chart shows 980hp for 157mph and 3300lbs.

That’s uncorrected, as it sits in the car.

That's about what Wallace said but i was fudging the numbers to allow for the weight possibly being 3200ish and the DA correcting below sea level. Stout is the word for me.

There is no doubt the car puts a great number up on the board.......however I am doubtful it would make 861ft/lbs on the dyno here.
At 557”, that’s 1.545/ci........ which I have never seen on the dyno here, N/A, on gasoline.

I’m not saying it’s “impossible”, but I am skeptical.

Same Bore and Stroke as my engine, yet it makes 130trq more than mine, and the combos aren't THAT different...

Be curious to know the actual weight of the car for sure. If it was trult ever a Super Stocker in the last couple of decades you would be surprised wat how light they can get. As for racing at MIssion it is as good as air gets on the west coast. Barometer is usually always at over 30 and always cool. I have seen DA in the summer there in the -300'-400' range. It is THE place for hero runs on the west coast for sure.

As for the 4.1 per cfm deal, that's quite antiquated way of assessing CFM these days. I have three engines of my own that are well outside that by quite a bit and none of them are anything special.

As for the dyno numbers as I always say it is just a tool. The car and combo certainly run well and thats undeniable. I am sure it is a very well sorted out combo and by the looks of the shop the owner has been a long time SS guy, So I am sure he gets everything out of a car.

The car was run in SS/D with a hemi in it previously(the car is a natural E car).
The weight break for SS/D is 7.50, and the factored HP is 455.
So, 455 x 7.50 = 3412.5, plus 170 for driver allowance, and you’re at 3582.5 minimum in D(in E the min weight with driver would be 3810).

3300-3400 sounds pretty reasonable to me for swapping in an aluminum headed wedge.

Al,

I agree on the 4.1 but for me as far as being outdated but for Mopar's and other wedges it's typically a reasonably good measure of attainable power potential. For me It's always been a good "practical" rule of thumb. Usually someone has a Head in mind

I would say 90-95% of 4.1 is pretty easy to attain (and not break the bank) but Greater than 110% of 4.1...GENERALLY there's a better/bigger head/combo available to get you there for less.

From what I’ve seen, 350-360 cfm Indy heads on a high CR stroker build are a pretty straightforward way to get to 800+ HP.
Using the 4.1 theory shows that’s only 700hp worth of flow.

That’s more like what you’d see from a hot street/strip type of build.

The EZ heads on my 514 were in the 360 to 365 range on Dwayne's bench and that engine went over 900 hp a few times. Somewhere along the way I stopped trying to correlate cylinder head flow with power output. The two things are loosely correlated but so many other things can upset the apple cart that airflow kind becomes a rough guide at best.

I still don't think I'd ever recommend starting with Victor heads if a customer asked for 1000 hp. Victor heads would not be my first choice, or my second choice or even my third choice for that kind of build.