These photos give rise to a question I'm sure has to do with "superceded parts". It's a 57 Vette, but the block has side mount provisions, and what about the heads, are they staggered or straight across valve cover hold down bolts? I have the 57 Sedan Delivery that was a former O/SA car, and it too has a block with mount provisions and straight across valve covers, nor does the 4 barrel intake casting number come back to a 57 year car. It's obviously as it was raced. So, what was allowed as far as replacement parts? Thanks. Butch/56sedandelivery.
Most all of the 283" engine stuff was / is legally interchangeable... ie; 520 Heads; Later Blocks; Typically the Intake would have to be One of the accepted casting numbers for the HP claimed (and the fact is, even today, an accepted casting number may never have come from the factory on your specific HP (example = #459 intake is legal today on the 220/283 and 250/327 (it came from the factory on 300/327 with an afb); the Camshaft grind / specs. had to be correct for the HP. Larry
Hey guys, just put new springs in the front of the car and tow tabs to give it the right stance ect. At this point I'm honing in on having the car set up like a 64/65 Junior Stock would have been. I've always loved the early 60's cars and think they came just before (but probably responsible for) the muscle era. Anyways, I wanted to know what class the car would fit? All the suspension components are stock parts, but the motor is a 350 stroker with a few upgrades. This thread is awesome, but almost impossible to read through at 300 some pages. Any help would be appreciated.....thanks!
Bummer! Also, the 350 horse L79 production totalled 6 that year and most likely not in a sedan, double bummer. Aw well, maybe I'll swap the front end or see if AHRA had something for me in that era.
Thank you both for the great "under hood" shots. Any more stocker engine bay pics would be greatly appreciated. My Fairlane is currently undergoing a complete engine and engine bay "Junior Stock" treatment this winter. These pictures are great for reference. I love the four corner breather system on the Pontiac. I'm definitely going to fab some extras to the valve covers on my 351W. I'll have to find a Thermoid upper radiator hose too! Again, thanks for the info. -Joe
Joe, that upper radiator hose was a little-known bucks-down-racers Jr. Stock trick. The ridges in the hose caused a subtle harmonic modulation of the coolant and the resulting quasi-aeration made the water pump require less HP to operate. Some say it was worth as much as .027 (mph) on a good day. In-the-know racers got their trick upper hoses from the 50% off bin at Pep Boys, but I got mine off of the 'returns' shelf at Western Auto. Oh ... and it was LIGHTER! Cheers! ... Steve
There's nothing wrong with the '67 post.... You should build the motor you want, with the look and the feel of an era Jr.Stocker.... Just My Opinion!! Larry
That would depend, of course, on which engine you chose to claim. This is the link to the NHRA Classification Guide: http://www.nhra.com/competition/classification.aspx Locate the correct Malibu body style from the listing along the left margin. Follow that line across until you cross with the column with the correct engine/horsepower designation. Note that the current horsepower rating at the bottom of the column is divided into the shipping weight to arrive at the classification factor. The current horsepower rating for a '64 283, 220 horsepower has been set at 217 horsepower. When you have found the correct factor for your target combination, compare it to a rulebook for the designated year and determine the correct class. Obviously, classifications changed from year-to-year throughout the Junior Stock era and they aren't necessarily the same as today's list. c
Check back to post #7829 for '69 weight breaks (take your body style 'shipping weight' (which probably hasn't changed) : divided by the factored horsepower = your Class Larry
Matt, The 1966 426 Street Hemi cars ran in A/Stock. The Top Mopar Cars Jere Stahl; A/S Bill Stiles; A/S Don Grotheer; A/S Arlon Vanke; A/S Ken Heinemann; A/SA Richard Charbaneau; A/SA (Rich ran a Belvedere II hardtop) pc
I AGREE !!! Build the car you want. The look of the car is more important than the cubic inches, just get the look. You have to be happy wih it. There are no Junior Stock classes anymore. It's like the F.A.S.T. pure stockers.... they look correct, but underneath are alot of speed secrets and alot of cubic inches.
Researching and thumbing through countless 60's Hot Rod magazines along with viewing this thread over the last few years... painting your headers white was all the rage back in the day. I dig the way headers look white too so... I wanted something durable, so I painted mine with KBS coatings off-white. Trust me on this one, if you decide to paint them with this coating... don't brush it on. KBS claims you can, but it's a real pain in the butt!!! If you can, spray the coating on, I bet it'll take a fraction of the time it took me. Otherwise, they turned out well and a thumbs up for this product. We'll see how the paint adheres and "holds up" next spring when I fire up the stocker Ford. Here's a link. http://kbs-coatings.com
My first car was a 63 white nova 2 dr sedan just like Little Petunia.Ive got a 60s era picture of Petunia racing 4 wide at Byron Dragway in a Modified race.Will try to get it scanned.
I, too, remembered all the VHT white painted headers. I also, remembered what a lousy job I did painting them. It rarely held up long ( my fault, NOT VHT's). I bought my Hooker headers with a sterling ceramic coating, but have thought of doing them in the flat white ceramic coating. Yours look great!
Thanks for that link. ALL the parts; block casting, head casting, intake casting, and distributor numbers, are good numbers for this old 57 Sedan Delivery O/SA car. Butch/56sedandelivery.
I hear ya and the plan is a go. I just prefer everything to be "right" if I can help it. Thanks again.
In terms of running an early Chevy in today's Stock Eliminator, any 283 block that will clean up at a .075" overbore of the spec for bore-size will work although some castings will be superior. I'd be looking around for a '66 or 67 Nova 283 casting if I were doing it. Side mounts on the casting are immaterial. Any unmodified GM crankshaft with the correct stroke will work. I do not see any specified manifold casting numbers on the 1957 spec page. That could turn out to be a big deal. Any of the cylinder head casting numbers listed would be accepted, alignment of the valve cover bolt holes notwithstanding. Many recent rules changes have affected cylinder head preparation. Later heads such as the 520 would probably be an advantage although, with today's cylinder head rules, it might be a wash. Any distributor (GM or aftermarket) would be be accepted. Carburetors would be measured at the venturi and the throttle bore to match the spec. A list of accepted connecting rods can be found on the NHRA page. This a fairly straightforward deal but doing it right won't be cheap. Anyone who is willing to spend the money will be able to run under the index and will therefore be "competitive." c
Thanks! We'll see how they hold up after heat curing. KBS claims they won't blister, peel, or flake like spray VHT usually does. I did sandblast them before application as well. -Joe
Matt, In 1966, the A/S and A/SA cars would compete in Top Stock Eliminator, competing against the S/S, S/SA, AA/S and AA/SA cars. Check out the NHRA site. At the 1966 NHRA Winternationals, Shirley Shahan 'Drag-On-Lady' won the eliminator with her 1965 S/SA Race Hemi Plymouth over Ken Heinemann in his 1966 A/SA Street Hemi Plymouth. pc
Paul, Who is Matt? your posts are continuing along this same theme of fast mopars. I'm not sure where it starts and or where it is going? Can you let us all in? Thanks! Larry
Any Chevy Guys, Does this sound correct for the year 1967. 1967 Camaro's 396/375 HP Coupe = SS/C 396/375 HP Convertible = SS/D or A/S 396/325 HP Coupe = SS/E and SS/EA or B/S and B/SA 302/290 HP Z-28 = SS/E or B/S 1967 World Finals S/S Runner-Up; Dick Arons SS/EA 1967 Camaro Paul
Neither the blueprint specs for 1956 nor 1957 provide an intake casting number. The specified carburetor numbers and dimensions are identical for the two years. I suspect that the manifolds will be considered to be interchangeable. Of course, there are occasionally changes in the specs so would be prudent to monitor the evolution of the system. In Junior Stock, I remember taking the dual quads off my '57 Corvette and bolting them onto Val Hedworth's '56 wagon with no repercussions. Both motors passed teardown without complications so they must have been considered identical in 1971? c
The subject of A/S in 1966 keeps coming up on this thread. The following rules are from the 1966 NHRA rulebook concerning Stock Class. CAMS: Cars in S/S, S/SA, A/S, and A/SA may use any flat tappet camshaft and valve train. Stock valves must be retained. MANIFOLD: Cars competing in S/S, S/SA, A/S, and A/SA classes will be permitted the option of using any intake manifold as long as they are of the same configuration as the original factory item as to carburetors used. Also allowed will be the option of using the original manifold and porting to the size of the stock cylinder heads. In no case may the cylinder head be ported or matched to the intake manifold. This only applied to the 1966 season.
Thanks Chuck. I was looking through my stuff and have a 56/early 57 dual four set up (57 manifold) some 520 heads, a 56 265 block and assorted odds and ends. Also a 41,000 mile 56 chevy 150 two door car. I was building a 57 two door post car this year but a death in the family and then work got in the way. 2011 may be the year for things to happen.
Had a nice chat with Walt two weeks ago at the Dutch Classic. He told me that Anne still has a '69 Camaro conv., this one replaced the white car which was lost in a towing accident. Missed Anne as she had to work. She and Lou both had a birthday on Monday.
As I recall, the VHT (spray) was indeed very tricky. In order for it not to burn off, you had to 'cure' it very gradually ... by running the engine 'just till' the paint began to smoke, then letting the headers cool -- numerous times. After the (now gorgeous) headers were perfect, an errant (greasy) thumbprint and/or drop of oil ruined the perfection. Alas, very-few (if any) 'active' Junior Stockers were under-the-hood 'show worthy' once they entered the weekly fray. Most guys opted for 'earth-toned' headers after the first teardown. Not sure, but methinks Cureton's new (former Bobby Warren) Nova was sans any exhaust-tubing coatings when he picked it up. How bout it George? And by the way, (RE: 7" rear tires), I haven't seen anyone address the (briefly) necessary practice of putting six or eight very-short SHEET-METAL screws into the 'bead edge' of the rim ... I won't expound now -- I'll let some other folks pickup on this topic.
As usual, not all racers believed in the need of this procedure. These images are from the The Ultimate Series - Part II (Aug.'68)... Colsey had posted both of these previously. Larry (fyi - I never ran tubes or screws in my 9"wide M/T stocker tires )
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