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r4pinto
 

pintosopher

Yesterday at 06:41:37 PM
I'm inclined to think the Car could inspire all kinds of thoughts..
 

russosborne

Yesterday at 05:04:44 PM
But those legs make up for the hair. ;D
 

russosborne

Yesterday at 05:04:25 PM
OOPS, obviously I don't kn ow how this works, supposed to have been one post.
 

russosborne

Yesterday at 05:03:42 PM
that hair!
 

russosborne

Yesterday at 05:03:26 PM
OMG,
 

pintosopher

Yesterday at 05:35:03 AM
Yep, there could be a red light in my lane and tire shake if this was my bracket ;)
 

cutelitlputtputt

Yesterday at 02:22:08 AM

Me in an alternate lifetime ago!!   8)



Here is a little article about  clone of Bunny Burkett’s 73 Pinto Pro Stocker

https://goo.gl/eBz6sm

 

pintosopher

January 18, 2018, 01:52:34 PM
Lunch is when your stomach and Brain align for a epiphany.. Beano ensures peace  in the cubicle ;)
 

pintosopher

January 18, 2018, 08:38:33 AM
Looking for a good laff?, Google You tube video "Millennial Job Interview" ;D
 

pintosopher

January 18, 2018, 04:10:12 AM
If you're up and reading this, "What did you eat last evening for Dinner?" :o
 

pintosopher

January 17, 2018, 11:03:40 AM
Ok, It's snowing and you have a 200 Hp Pinto with rally Blizzak  tires and you have the Big stick handbrake, Pretend you're Norwegian and the speeds are only in the limits of your ego :D
 

pintosopher

January 17, 2018, 05:45:44 AM
Truly a Ground Hog Day season! We'll be praying for relief everywhere.

Classifieds

Cruiser Dash Gauges
Date: 12/04/2016 11:50 am
Front sway bar frame brackets
Date: 07/13/2017 01:05 am
1974 Pinto Right Rear Interior Trim Panel

Date: 02/18/2017 04:44 pm
74 Pinto Rear Side Lights

Date: 02/18/2017 05:47 pm
Need a 1976 runabout instrument cluster replacement
Date: 12/26/2016 04:29 pm
1971 ford pinto items for sale

Date: 08/03/2017 07:40 pm
1971 Pinto Drag Car

Date: 07/29/2017 01:17 pm
1978 ford pinto door striker (passenger side)
Date: 09/01/2017 11:58 am
Oil pan front sump style
Date: 01/10/2017 09:19 am
1976 (non hatchback) pinto (90% complete project)

Date: 07/10/2016 10:17 am
74 Pinto Hub Caps & Trim Rings

Date: 02/18/2017 04:47 pm
SOME PARTS FOR SALE
Date: 01/11/2017 10:45 am

Author Topic: Hello  (Read 637 times)

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Offline David Lee

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Hello
« on: January 09, 2018, 02:26:45 AM »
Thanks for letting me be a member of the club. I will gladly admit that I completely ognorant about them, other than I have good memories of being in them. I am looking for a Pinto wagon to run in nhra stock eliminator is W/SA. Now to my first question of many. Is there a good book that has the info on how to build a high quality 140CI engine of an engine in the same family?

Als0 is there an 8" ford rear that drops straight in?

Offline russosborne

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Re: Hello
« Reply #1 on: January 09, 2018, 03:09:36 AM »
Welcome!
Both the Mustang II and Pinto's had an 8 inch rear as an option depending on engine size.
I think it came with the V6, and in the Mustang II the V8 for sure.
Direct bolt in, although you may have to change driveshafts or at least adjust the length. I think. Hard to remember.
4 lug only, same lug pattern as the smaller 6.75 inch.
The early Mustang ones are close, the leaf spring mounting pad hole needs modified a bit, and the overall width isn't perfect.

You aren't anywhere close to Phoenix, AZ are you? I know someone who has a Mustang II 8 inch that isn't going to use it.

I remember seeing a book on the 4cyl engines, but can't remember the name.

Russ
RIP Casey, Mallory, Abby, and Sadie. We miss you.

74 Pinto Wagon.
Missing a sane owner. I have gotten rid of the 2.3L stuff and will be going 351C. Has gone from being planned as a daily driver to a wild weekend fun car.

72 Ranchero GT w/351Cleveland & automatic.
89 Mustang LX Hatchback 2.3 auto

Offline David Lee

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Re: Hello
« Reply #2 on: January 09, 2018, 03:55:49 AM »
Thanks for the info, I am actually in the Redondo Beach area of California. Now at least I can start looking on CL and other sites for a rear.

Offline Wittsend

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Re: Hello
« Reply #3 on: January 09, 2018, 03:26:19 PM »
I remember LONG ago that a Pinto was the Stock Eliminator winner at an NHRA event.  My guess is the Winternational s in the mid 70's and I believe running about 16 seconds.  I did a Google search but found nothing other than a guy named Stan Welsh who had a Stock eliminator Pinto wagon. And, I'm not sure it is the same guy (because I'm not even sure it was a wagon) I'm thinking of. But, I did want to note that the Pinto was an NHRA Stock eliminator champ! Anyway, here is a (blurry) picture.


Offline David Lee

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Re: Hello
« Reply #4 on: January 09, 2018, 05:00:59 PM »
The last I heard Stan was living in Florida but have no way to get a hold of him to answer questions. What I would love to find is a wagon that is still running and make a pass through the quarter mile and see what bolt ons would do (such as headers, electric water pump etc) before diving into the engine.

Offline dick1172762

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Re: Hello
« Reply #5 on: January 10, 2018, 11:05:58 AM »
I can tell this, that the stock 4 speed is junk when you drag race one. I drag raced a 72 Pinto in 1972 and went through many tranies. If I were to do it again I would go with an automatic every time. Engines are bullet proof unless you try to rev it like a small block chevy. Good luck.
Its better to be a has-been, than a never was.

Offline Wittsend

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Re: Hello
« Reply #6 on: January 10, 2018, 03:33:15 PM »
...  What I would love to find is a wagon that is still running and make a pass through the quarter mile and see what bolt ons would do (such as headers, electric water pump etc) before diving into the engine.

It has been nearly 40 years since I followed the NHRA Stock class rules. Here is a link to the 1973 Stock class rules: https://www.jalopyjournal.com/forum/threads/nhra-junior-stock.201085/page-242
You need to scroll about 40% of the way down the page to the Robert Wilson post # 7244. There you will find four pages of the 1973 NHRA rule book.  It seems pulling the air filter, altering the cam keyway (timing), ignition timing and a windage try in the oil pan is allowed. Nothing but factory exhaust (though it seems they can be "open" as in disconnected from the muffler). Street tires only.
Safety factors such as improved flywheel/scatter shields can be used.

Frankly for a guy who likes to be tinker I'd find the stock rules frustrating.  I remember years ago reading articles where Stock racers would hunt through scores of heads to find two that had 'better" casting alignment. Or hundreds of vales spring to find those that were a few pound stronger.  I'd assume if you didn't have factory/dealer connections you likely had no access to such "tricks."

Offline David Lee

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Re: Hello
« Reply #7 on: January 10, 2018, 07:36:05 PM »
i run stock now just another manufacter.  What can be changed now is about everything. Except for the heads, blocks and crank.

Offline dick1172762

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Re: Hello
« Reply #8 on: January 11, 2018, 12:36:54 PM »
I've seen several Pinto wagons for sale on the IHRA classified site over the past few years. Worth a look.
Its better to be a has-been, than a never was.

Offline one2.34me

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Re: Hello
« Reply #9 on: January 11, 2018, 01:38:07 PM »
i run stock now just another manufacter.  What can be changed now is about everything. Except for the heads, blocks and crank.

David Lee, Is there even a 'stock" class in the NHRA anymore that is actually stock?  Is there anything anymore like the old NostalgiaDRA?

Offline Wittsend

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Re: Hello
« Reply #10 on: January 11, 2018, 02:14:08 PM »
David Lee, Is there even a 'stock" class in the NHRA anymore that is actually stock?  Is there anything anymore like the old NostalgiaDRA?

Or, was there EVER a true stock class? At least one the average guy could be competitive in?  As mentioned above even using factory parts there are variations and to be able to hand pick from a large factory parts bin has to be an advantage the average guy just doesn't have. So did the factory sponsored Stock class cars like the "Rod Shop" *Dave & Judy Boartman Mopars have that advantage..., I'd think so.

* Dave Boartman was so competitive with a Coronet wagon and a Charger that in the Summernational s his wife Judy drove the Coronet wagon and him the Charger. They met in the final round with Judy winning. Go to link, read under "Summernational s" https://books.google.com/books?id=50XOnGbw_9gC&pg=PA157&lpg=PA157&dq=judy+boertman+the+rod+shop&source=bl&ots=NbThKSdmLH&sig=fbcvm2Mi5BV4zKxTvpZs8SfcO_w&hl=en&sa=X&ved=0ahUKEwj08JGU29DYAhVZHGMKHaERCjwQ6AEIODAD#v=onepage&q=judy%20boertman%20the%20rod%20shop&f=false

Offline Wittsend

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Re: Hello
« Reply #11 on: January 11, 2018, 02:20:57 PM »
Also saw a few lower Stock class cars in the mentioned article above. In this case V/Stock cars that were typically early 50's Oldsmobiles. It would be interesting to see how the 70's 4 cylinder cars (such as the Pinto) competed with, maybe supplanted these old cars in the same class.

Offline dick1172762

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Re: Hello
« Reply #12 on: January 11, 2018, 02:37:37 PM »
Stock car racing in NASCAR? ??? Come on now! What part on a Nascar "stock car" is from a real car? ??? Use to be the roof had to be stock but now days who knows. Just saw pictures of the Nascar 2018 "stock cars" and they all looked the same. And Nhra? The "stock" cars would not ever been legal on super stock. I too chased the carrot on a stick for 25 years. Now you need a lawyer to read the rule book. AJ Foyt said it best in his book that the cars would be illegal in a 100 places and when tech found 10 of them they would move on to the next car. SAYLAVEE
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Offline David Lee

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Re: Hello
« Reply #13 on: January 11, 2018, 03:10:00 PM »
David Lee, Is there even a 'stock" class in the NHRA anymore that is actually stock?  Is there anything anymore like the old NostalgiaDRA?

You theoretically could build a car that could run the index using the stock engine and transmission and only change the rear gears.

But I never claimed that the current or even the past class called stocl just used used stock parts. Personally I would enjoy a class that was just "stock". But getting a sactioning body there days to create this class is as good as winning the big lotto

Offline Wittsend

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Re: Hello
« Reply #14 on: January 11, 2018, 09:24:27 PM »
David,
  I hope you took no offence to us longtimers musing about the past. I'm pretty sure (at least from my perspective) our point was how things changed from the root wording of "Stock" class and not a comment on your choosing to participate.  I hope you find the car of choice and are successful with it. I think the idea is great.

A side note; as I was looking for NHRA Stock class information on the internet I can across that Pro Stock cars can now run ANY manufactures engine. So, today's Pro Stock cars are more like yesterday's funny cars with doors - and the engine rules (or lack of following the manufacture) are more like the Modified Production/Gas classes of old. In my opinion the NHRA has gone from bad to worse with Pro Stock. It is all Professional money and nothing Stock (or even specific manufacturer).

I really, Really, REALLY think Pro Stock needs to be today's cars restricted to the original body/floor pan with the exception of making it RWD.  So, sort of  a cage/suspension build like a early 70's P/S cars.  And the engines need to be restricted to either 4 or 6 cylinders that are (or have been) in production for say no more than..., 10 years. Oh, yea and real manual shift (no Lenco and the like) transmissions.   If not now allowed (I don't know) Imports need to be included.  That way other than the RWD aspect the spectator CAN relate to the car in the race, the engine in the race and the driving (shifting) in the race.

Offline one2.34me

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Re: Hello
« Reply #15 on: January 11, 2018, 10:12:03 PM »
X2 on what Wittsend said David. I wasn't trying to be wise. I haven't followed Drag racing since Bob Glidden left the NHRA. I'm just curious if there is an NHRA class that actually runs "stock" cars, without all the computerized aids. They shouldn't be legal in any class! Heaven forbid that a launch and run should be determined by the drivers ability. 

In the early 90's I did some drag racing with my '58 Edsel Pacer. Stock 361, teletouch cruise o matic, better air cleaner and headers. I swapped the stock 9" pumpkin with highway gears for a 3.89 pumpkin, and that was it. Maybe pull the front bumper and rear seat if I felt extra energetic.  Old Ed actually earned a runner up at an NDRA event at LACR.

Offline David Lee

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Re: Hello
« Reply #16 on: January 12, 2018, 01:21:02 AM »
X2 on what Wittsend said David. I wasn't trying to be wise. I haven't followed Drag racing since Bob Glidden left the NHRA. I'm just curious if there is an NHRA class that actually runs "stock" cars, without all the computerized aids. They shouldn't be legal in any class! Heaven forbid that a launch and run should be determined by the drivers ability. 

In the early 90's I did some drag racing with my '58 Edsel Pacer. Stock 361, teletouch cruise o matic, better air cleaner and headers. I swapped the stock 9" pumpkin with highway gears for a 3.89 pumpkin, and that was it. Maybe pull the front bumper and rear seat if I felt extra energetic.  Old Ed actually earned a runner up at an NDRA event at LACR.

The only thing that can be electronic in stock eliminator is the ignition, no delay boxes, no trans brakes.
I foot brake every car I have built and run.

I would love for a Jr Stock to return, the expense now is getting way out out of hand. A good set of heads now can run 7K and up. This kind of cost is not going to bring in that much new blood. Todays younger set is not interested in spending tons of money and only rin the the 12's.


When i find a 76-79 pinto I am going to do the heads myself and build everything in my 19x19 garage and driveway. This is going to run in W/SA and the index is 16.65.

Are you in the southern California area?

Offline one2.34me

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Re: Hello
« Reply #17 on: January 14, 2018, 01:25:08 PM »
"The only thing that can be electronic in stock eliminator is the ignition, no delay boxes, no trans brakes.
I foot brake every car I have built and run. "

^^^That's drag racing to me, the drivers control everything involved in a run, staging, launching, accelerating, putting on the brakes . The silliest thing I ever saw was two built cars idling down the strip, then about halfway down nailing it to rip across the finish line. 7k for a set of heads. There's just no stopping money from coming in and taking over, from slot cars on up. I am in SoCal, Whittier.

Offline Wittsend

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Re: Hello
« Reply #18 on: January 14, 2018, 03:42:33 PM »
X2 on what one2.34me said.


"The silliest thing I ever saw was two built cars idling down a strip, then about halfway down nailing it to rip across the finish line."


Yep. I hadn't been to a drag race in nearly 30 years. But I had a gap in work and went with a friend to Pomona for a Winternational tune up day. It was the first time I saw that kind of driving and was utterly confounded by the stupidity of it. It reminds me of that Velodrome bike racing where that putter around and then sprint the last turn to the finish.


Also was shocked to see John Force and everything else "Force" there with I believe it was seven tractor trailers! I searched the pits and the absolute least example I saw was a Stock class car on a trailer behind a motorhome. Gone was the flat towing behind the wife's station wagon. Even a lot of Top Fueler's in the 60's/70's use an open trailer and a station wagon or pick up.



Offline David Lee

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Re: Hello
« Reply #19 on: January 14, 2018, 05:57:18 PM »
"The only thing that can be electronic in stock eliminator is the ignition, no delay boxes, no trans brakes.
I foot brake every car I have built and run. "

^^^That's drag racing to me, the drivers control everything involved in a run, staging, launching, accelerating, putting on the brakes . The silliest thing I ever saw was two built cars idling down the strip, then about halfway down nailing it to rip across the finish line. 7k for a set of heads. There's just no stopping money from coming in and taking over, from slot cars on up. I am in SoCal, Whittier.

I think you are talking about the super classes,  find not excitement in those classes. Many of them use powerglides and an air shifter and a delay box.

7k for heads now days are on the inexpensive side.  Some so called stock heads can run that much. The nhra now has approved some aftermarket aluminum heads with much bigger ports than and flow potential than the stock heads ever could. From my days going to lions and watching people that was going to compete in stock drive thar car to the track, remove the street tires, drop the mufflers, rejet the carb and race. When i returned to drag racing in the mid 90's, I thought the stock cars in the pits were the super stockers. Most people in stock no longer build their engines and buy 10K plus engines and race. That is not what I plan on doing. if I can't do it myself on the first try, I will just work harder and learn more.

Offline Wittsend

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Re: Hello
« Reply #20 on: January 14, 2018, 08:15:42 PM »
David,  when I was at the NHRA site it seems one has to buy a rule book to know specifically what they are. As it regards the Stock class what can be changed? I'll put a list below, but feel free to add if I missed anything.

Carb or injection (2bbl to 4 bbl, increase TB size)

Intake

Heads

Valves

Cam (deviation from Stock)

Block, crank, rods, pistons

I have two thoughts, one if significant mods are allowed why the term Stock. The second, if significant mods does that rule out certain engines simply because there are no manufactured parts of advantage?

In the past the index was based on the national record. Bummer if someone dropped the record in your class.  But if there are now fixed indexes it seems little more that bracket racing.

Offline David Lee

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Re: Hello
« Reply #21 on: January 14, 2018, 09:39:19 PM »
here is the answers to your questions taken from the 2016 rulebook

Carb or injection (2bbl to 4 bbl, increase TB size)

CARBURETOR
Must be correct year, make, and model specified for car’s engine;
fuel or air bleed passages may be resized. Drilling idle holes in
primary throttle blades permitted. Other modifications prohibited.
Sandblasting, grinding, flash removal, dry film coating, or any
other modification to carburetors prohibited. Replacement
carburetors permitted provided they are same model, type,
throttle bore, and venturi size. Computer carburetors use latest
model non-computer carb for engine application.

FUEL INJECTION
Fuel injection must retain OEM throttle body(s), plenum, and
manifold. If OEM throttle body(s) was equipped with electronic
throttle control (i.e., drive by wire), the throttle body(s) may be
adapted to mechanical throttle linkage if an aftermarket OEMtype
electronic-fuel-injection system is used. Larger fuel injectors
permitted, provided no modification or redrilling of manifolds is
performed. Electronic fuel injection must be closed, OEM-type
system; i.e., may monitor only engine functions. Monitoring of
vehicle performance criteria, wheel speed, driveshaft speed,
vehicle acceleration, etc. by fuel-injection system prohibited. All
aftermarket OEM-type electronic fuel injection must be NHRAaccepted.
A current list of NHRA-accepted electronic-fuelinjection
systems is available on NHRARacer.com. Open-loop
systems permitted on production vehicles as equipped with OEM
electronic fuel injection.

Intake

INTAKE MANIFOLD
Must retain the unaltered stock manifold, consistent with year
and engine horsepower claimed. Grinding, sandblasting, or any
other modification to manifold prohibited. Any film coating inside
manifold prohibited. Runners and plenum must retain OEM
appearance.

Heads

CYLINDER HEADS
Must be correct casting number for year and horsepower claimed,
per NHRA Technical Bulletins or NHRA accepted. Porting,
polishing, welding, epoxying and acid-porting prohibited.
Combustion-chamber modifications prohibited. Cylinder heads are
additionally restricted in that they must retain original-size valves at
original angles +/- 1 degree and must be able to hold original
cylinder-head volume per NHRA Specifications . Runner volumes
may not exceed the current Super Stock cylinder-head volumes as
listed on www.NHRARacer. com. Regardless of the poured volume
measurement, any modifications to intake or exhaust runners
prohibited. Any evidence of modifications from the original castings
will be grounds for disqualificati ons as determined by NHRA in
NHRA’s sole and absolute discretion. Any aftermarket steel valve
permitted, must retain stock head and stem diameters. Only
engines OEM-equipped with sodium-filled valves may use sodiumfilled
replacement valves. Titanium prohibited. Hardened keepers
permitted. Lash caps prohibited. Valve-diameter tolerance: +.005-
inch or -.015-inch from NHRA Specs. The following are prohibited:
spark-plug adapters; any grinding in ports or combustion
chambers; removal of any flashings; sandblasting or any other
modification to cylinder head; any film coating of intake and
exhaust runners; any film coating of combustion chamber. Runners
and combustion chamber must retain OEM appearance. Final
acceptance as determined by NHRA in NHRA’s sole and absolute
discretion. External modifications prohibited. Intake side of head
may not be cut into any part of valve cover bolt holes. Valve-cover
bolt holes must remain unaltered and in their original location.
Heat riser passage may be blocked from intake manifold side of
cylinder head. Blocking passage down in valve pocket prohibited.
The following are permitted: polylocks, jam nuts, screw-in largerdiameter
rocker studs or pinned studs, bronze-wall valve guides,
cylinder head studs. Valve spring umbrellas optional. Cylinder
head may have all of the seats replaced. Any valve job
permitted,O-ringing prohibited. Exhaust plates prohibited.

Valves

Cam (deviation from Stock)

CAMSHAFT/LIFTERS
Camshaft must retain stock lift for horsepower claimed per NHRA
Technical Bulletins. Front-wheel-drive vehicles and stock trucks,
maximum lift is limited to .430-inch or OEM, whichever is greater.
Aftermarket OEM-type replacement lifters permitted. Lift checked at
valve retainer, with zero lash. Hydraulic lifter cam will be checked
with pushrod and rocker as run, plus solid lifter, at zero lash. Plunger
height of checking lifter will match extended height (no preload) of
hydraulic lifter. Hydraulic lifter may not be plugged or bottomed.
Aftermarket gear drives/belts prohibited. Aftermarket timing covers
permitted as long as OEM-type timing gears are used. Adjustable
pushrods or adjustable OEM rocker arms (not both) permitted; must
be same or greater weight as stock. Pushrod guide plates permitted.
Cylinder head may be clearanced for larger-diameter pushrods.

A late change to the rulebook while the 2017 season was going on, is
now every car can run a solid lifter cam and solid lifters

Block, crank, rods, pistons

CONNECTING RODS
Stock OEM or NHRA-accepted aftermarket rods permitted. NHRAaccepted
aftermarket rods must meet specifications as found on
the then-current NHRA Stock & Super Stock Replacement Rod
Acceptance List. The combined weight of the piston, pin, rings,
and connecting rod must be equal to or greater than the Minimum
Assembly Weight as found on the then-current Stock Replacement
Piston Acceptance List. Accepted replacements are published on
NHRARacer.com. Grinding and polishing permitted on beams only.
Shot-peening of connecting rods permitted. Length must be stock
+/- .025-inch center to center. The use of rod and crank spacer
bearings prohibited. Cylinder block housing bore size and rod bore
housing size must maintain sizes as designated per NHRA’s thencurrent
approved rod listing.

ENGINE
Must be same year and make as car used, aftermarket NHRAaccepted
cylinder blocks permitted. Equipment other than
original factory-installed prohibited. Any special equipment export
kit (superchargers, dealer-installed options, etc.) automatically
disqualifies car. Engine must remain in stock location — height,
setback, etc. Cylinder bores must not exceed .080-inch over
stock. Bores are measured at top of cylinder where ring wear is
not evident. Crossbreeding parts prohibited. Normal balance job
(i.e., one piston/rod assembly untouched) permitted. Otherwise
lightening of component parts prohibited. All carburetors,
manifolds, heads, etc. must be tightened to prevent any air or fuel
leaks. Vacuum lines must be securely connected or blocked off.
Stroke tolerance is +/- .015-inch. Stock OEM or NHRA-accepted
aftermarket crankshaft mandatory. Aftermarket crank must retain
OEM configuration (i.e., billets, knife edging, etc. prohibited).
Lightening of crankshaft other than normal balance job
prohibited. Cylinder blocks may be sleeved. Aftermarket SFI
Spec 18.1 harmonic balancer mandatory in AAA/S through G/S
and AAA/SA through G/SA.

PISTONS
OEM or NHRA-accepted aftermarket replacements permitted
provided such items comply with all requirements set forth in this
section. Aftermarket pistons may be forged or cast and must
retain the as-cast or as-forged head configuration. The
manufacturer or ID number must remain unaltered and fully
visible to determine correct application. Piston may not be
remachined for special rings, deck height adjustment, valve relief
size, depth, location, or to modify dome or dish. Piston must be
of the same overall design with the same dome/dish
configuration as OEM piston with the correct number, location,
depth, and width of ring grooves. Valve relief and head land
modifications to aftermarket or OEM pistons prohibited.
Assembly weight must be equal to or greater than the minimum
assembly weight as found on the then-current Stock
Replacement Piston Acceptance List. Any steel pin of OEM
diameter permitted. Any lightening of pistons beyond that
necessary for normal balancing is strictly prohibited. Gas porting
of pistons prohibited. Piston may be installed with arrow in either
direction. NHRA-accepted aftermarket pistons and weights are
published on NHRARacer.com.

I hope this helps you understand today's "stock".

I am still searching for the right year pinto in my area.  And I may go down to a local junk yard to see if i can find a 2.3 short block to start the engine build.

Offline Wittsend

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Re: Hello
« Reply #22 on: January 14, 2018, 10:32:12 PM »
Thanks for the detailed post. It seems there are a few areas (provided one had access to numerous parts) to gain an advantage. .080 overbore. Find the lightest piston/rod and then lighten others to match. Find longest rods +.025.


 The valve seat replacement seems a bit interesting in that how deep of a seat can you inset that might alter bowl characteristic s. No, your not porting the bowl, you are just using a deep seat with better characteristic s. I'm musing about this, but it does seem a potential "issue" for the NHRA when the seats are replaceable.


I wonder what duration people run on their cams and at what point valve clearance becomes an issue?


It seems the Stock racer pays a premium for machine work that ever so marginally adds to performance.  And they need access to multiple parts to maximize any tolerance advantage.  That's fine. For me though I'd rather be able to moderately port heads and the like. It seems like a "owner putting time in" kind of thing. But I guess there will always be someone paying a guy with a flow bench who will do a better job.


Anyone remember Junkyard Wars?  I wish they would have a (sort of) car version of that show. Give two teams identical cars and let them modify all the stock parts (and stock parts only) to see who can get the most out of them.  I'm thinking where they use say..., the metal from the air cleaner to make a windage tray kind of challenge. Or you make a jig to grind the base circle to alter lift and duration (using pointers and protractors to get it all right).  I'd be looking for creativity.  Have a 2 out of 3 drag race and then an endurance race.


All the best in the search this will be a post many here I'm sure will follow.

Offline one2.34me

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Re: Hello
« Reply #23 on: January 15, 2018, 03:26:19 PM »
So how does an NHRA event set up the "stock"16 cars to run an event? There must be a hundred of more cars that want to qualify, with their times all over the map. If you join the NHRA and show up in a bone stock 50's car, would you be allowed to qualify and how would that work with so many different cars and times?

Offline David Lee

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Re: Hello
« Reply #24 on: January 16, 2018, 02:45:48 PM »
there is not just 16 that makes up the field. I have been to events there has been over 128 cars. 128 is the limit that is allow to go into eliminations. The  place you qualify is set on how far do you qualify under the index for your class. During eliminations, it is just like bracket racing, a 8 second drag pack challenger can be racing a 16 second pinto wagon. If you have to cars in the same class, it goes to a heads up race with no break out. If there is a heavy hitter that maybe in your class, you try to qualify either on the same side as him or in a position that hopefully you will not meet him until the final round. Another tactic is to go go up or down from him. There are not too many w/sa cars so that will not be a problem for this combo

Offline Wittsend

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Re: Hello
« Reply #25 on: January 16, 2018, 05:38:00 PM »
So, assuming that all cars might be capable of running under the index it really comes down to reaction time and not breaking out.  Are you allowed to dial in under the index? Or is the index ridged?

  Also does the NHRA ever alter the index or does the index just become a base time and the increment between each class is equal?

 Given the cars run off an index are there even class records?  As I mentioned above the class record use to be the "index" and people hated their car becoming obsolete when another dropped it significantly.  I get that reaction time is a factor in winning but I have always had trouble with cars "winning by braking."  I guess no system is ideal but I hate the break out rule. It makes the race more of a reaction contest than a car race.

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Re: Hello
« Reply #26 on: January 18, 2018, 10:59:20 PM »
you can dial under the index but not over the index. And yes it comes to reaction time, consistent driving (hitting the shift points always the same) and also driving the top end. Mot drivers keep a .10 in there pocket. Also the et that you put on your windshield can change due to weather and other factors. The NHRA has changed the index not too long ago. And the NHRA does add weight by giving hp to a engine/body style has an unfair advantage.

The problem with the fast as you can, makes it a liquid money class. We saw that in pro stock and that class is almost dead.

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Re: Hello
« Reply #27 on: Yesterday at 11:06:06 AM »
David, thanks for taking the time to answer all my questions.  Yes, I'm torn between the high cost of racing and being the type that likes to "tinker" where the money is replaced with a persons time and ingenuity.  I guess in our high tech world drag racing of the 60's/70's is something that won't come back. But there was something about the intrepid way it was accomplished.  All the best in your racing venture. Keep us posted as to how it goes.

Offline David Lee

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Re: Hello
« Reply #28 on: Yesterday at 09:51:46 PM »
i am still looking for that project pinto.