Bring back super/mod...

[randy wilson]

I like what I see people saying. I have a little experience with the chevy spec head, and with a domed piston, vac pump, aluminum rods, and a stock block chevy, we made 592 HP. At 10.5 we went a best of 6.29, 109.68 in the eighth. That was clutching, and shifting every gear. We were allowed to angle mill, and polish the chamber. Other then that just a valve job. If you will look up the flow numbers, you'll see the mopar and ford heads flow slightly more, so I think it's a wash. You would naturally lose some HP from flat tops, and vac pump loss, but it would be the same for all. I don't see why it wouldn't be ultra competitive out of the box.

[randy wilson]

Also, that motor was 289 C.I. and was in a cobalt.

[SSDiv6]

Originally Posted by randy wilson

Also, that motor was 289 C.I. and was in a cobalt.

What!!!! ...a Ford engine in a Cobalt???
Just kidding!!!

[Wade Mahaffey]

I feel the body style should be opened up to any in the NHRA Stock Classification guide. 55 Chevys, 57 T-Birds, early Corvettes, etc. I'm sure you could persuade some of the nostalgia folks to put in a legal engine and come on out. If you want to grow the class, don't put a lid on the possible entries because of body style.

Wade Mahaffey

[Michael Kilduff]

Originally Posted by Wade Mahaffey

I feel the body style should be opened up to any in the NHRA Stock Classification guide. 55 Chevys, 57 T-Birds, early Corvettes, etc. I'm sure you could persuade some of the nostalgia folks to put in a legal engine and come on out. If you want to grow the class, don't put a lid on the possible entries because of body style.

Wade Mahaffey

Right. But no jelly bean cars. They need to be RWD from the factory with a V-8. Might exclude some ringers like V-8 Monzas.

The spec head with a claimer rule suggested by Randy is a great way to help keep the cost down. Weight bias rule might be worth looking into also.

IHRA SS/Production classes are probably the closest thing to the old Modifieds back in the day. Lots of those cars in the Carolinas and they are worth the price of admission.

Randy, what kind of cost is involved in those spec head sprint car engines? What other engine rules are involved?

[randy wilson]

Yes, any body style. I think the older cars would be the draw.

[randy wilson]

The cost, let's see. I had $850 in the heads bare. $1000 in valves, $400, in springs, and retainers, $600 in work from Al Parker, $300 in a used block, $245 in a used crank from Karl Lampkin, $500 used pistons from Patterson, $200 in a used pan off the net, $1700 in a star pump, $400 in a strip dominator, $200 in a used set of T and D rockers, $700 in new groden rods, $500 in rings, and bearings, a used jesel belt for $250, a carb from dambest at $1000, (i sent him a carb) $85 in a supersucker, $200 in pushrods, and comp lifters at about $350. I'm just trying to be honest here. You could spend more, but the results would be similar. That's $10,280 total, carb to pan. Take out the vac pump, and you could have a good block. You could also outlaw the titanium valves.

[Tod Lane]

Why not a claimer engine rule? Say $5,000.00. with a spec carb, say a 750
Any American rear whell drive body, full interior, stock body, nine inch tire. ect
Roller cams and rockers, flat top pistons...

At the end of a race the 16th qualifier has first shot at claiming the motor of the winner, 15 th gets second shot and so on...

[randy wilson]

Sorry, I didn't read all your post, the spec head sprint engines are still costly, but about $20,000 cheaper then the 410's. They let them do some extensive work to the spec head. We did not.

[randy wilson]

Make the claim a realistic $10,000, without the carb and pan, and you got a deal. Everyone knows everyone has a carb they wouldn't trade to get their wife back, and the pan may only fit a certain chassis. Also, I think just trading heads would be the cure, with just a $500 trade. What say you all?