Jerry McClanahan QUESTION: I know Jerry certainly did very well with 220/283 combos in the 1970s. I'm really not sure, was he was (competitively) racing during the Jr. Stock 'haydaze' of 66-69? I remember reading that once Jerry Mc Clanahan was in a bit of a 'time bind' for an important West-Coast race and he sorely needed a fresh short block. As the story goes ... he visited his friendly local junk yard and picked out a nice (original) 100,000 mile plus 283 and dropped *it (*the shortblock) in the wagon untouched. The well-worn, but decidedly very-low-friction engine served him very well. Perhaps someone else remembers the story. By the way, as a matter of ongoing interest, could some other folks (with better recall than me) attempt to clarify the timeline of that tumultuous NHRA rule-change era during the early to-mid 1970s period ... where Jr. Stock 'died' and the short-lived (NHRA) 'Pure Stock' evolved into somewhat of a reincarnation of Jr. Stock. Most of that information resides (albeit somewhat piecemeal) within these 400 pages, but it would be really useful to have it definitively chronicled in a timeline format. I'm pretty-sure most of our newer members would appreciate it. Thanks! ... Steve
Herb, Good record finding on the 1967 SS/EA class. The first SS/EA class winner at a National Event? Dave Kempton, 1962 Plymouth Sports Fury 383/343HP dual-quad car, at the 1967 Winternationals. I think in the 12.30's range. pc
Pretty much the way i heard the story too. I heard that he blew his motor and went to junkyard and bought the used motor and put his cam and heads and intake on it and went back to the track and still ran on/under the record with it!!! He used that 220 motor in several bodies and ran on or below record in all. Maybe our "california" contingent can add more to this story?
M-C, Maybe you should get a couple of magazines from 1968. That will help you distinguish the classes for the 68' cars. In 1968, C/S = 68' 428/335 HP Cobra-Jet Mustang (or SS/E) D/S = 68' 390/325 HP Mustang GT (or SS/F) H/S = 68' 302/250 HP Mustang Shelby GT350 J/S = 68' 302/230 HP Mustang A/S = 68' SS 396/375 HP Camaro (or SS/D) C/S = 68' SS 396/350 HP Camaro (or SS/E) D/S = 68' SS 396/325 HP Camaro coupe (or SS/E) E/S = 68' SS 396/325 HP Camaro convertible (or SS/F) D/S = 68' Z-28 302/290 HP (or SS/F) E/S = 68' SS 350/295 HP G/S = 68' SS 350/295 HP (convertible) F/S = 68' 327/275 HP L/S = 68' 327/210 HP (2-barrell) pc
The Super Stock rules in 1967 were very much more stringent than they are today. The only engine modifications that were allowed then were 1.) any flat tappet camshaft, no rollers 2) intake manifolds could be changed but stock carburetors were required. The SS/EA Camaros were required to use the stock quadrajet carburetor. All other engine components were subject to the same rules as the Stock classes. Pistons, crankshafts, rods etc had to remain stock. Engine rules are much more liberal today. In addition there were no traction compounds allowed in 1967, much less applied to the starting line, no water box, and Super Stock cars were limited to 7" tires. Rear suspension modifications were not allowed but could be enhanced only with lift bars etc. When all this is considered it becomes easier to see why the cars keep going faster.
PC, There wasn't much record finding necessary on my part. I was a member of Shaker Engr. from 1963 until we disbanded in 1968 and still own and race the SS/EA Camaro today. See HPB43 on this site. Kempton probably did win SS/EA at the Winternationals in 67 but I don't remember any of the Mopar SS/EA cars going that fast. The majority of the class was made up of the 440 RT and 440 Roadrunner cars of Sox, Stahl, Vanke, Etc. and those cars were not normally quicker than 12.60 in the early days. Our car was not ready for the winternationals in 67 and neither was Dick Arons, and I'm sure that at that time no one realized that the 325 H.P. Camaro would fit the class and that it would be as quick as it was. We set the record at 12.13 in May of 1967 and Dick tied the record later in the year, and both cars were actually quicker than that with good track conditions. When we got to the World Finals at Tulsa in 67 those two Camaros and Bill Jenkins were the only Chevrolets to make the 16 car Super Stock field, and our car(John Blackstock) was the only Super Stock car to run on the record. The track at Tulsa was hot and slick and most cars were a couple of tenths off their records.
HPB43, Excellent times for May 1967 (that 12.13). I have to check my old files for the Dave Kempton stuff. I do remember that the original SS/EA index was set at 13.03 at the beginning of the 67' season. I'm pretty sure that the 62' Sports Fury was hitting 12.60's at first, before the Winternationals. Besides the 67' 440 R/T's and 440 GTX cars, wasn't the 67' Mustang GT's 390/320HP supposed to be the one car to look out for, before the Chevy guys figured out the 396/325 HP was the perfect-combination. pc
the jerry story as i remember it was he was at a points race at irwindale and broke the motor he went to a local junkyard and got a well seasoned 283bolted his heads and cam in it and made 1st rd where he went on to win the event
M-C. Your answer, In mid 1968, National Records; A/SA = 12.16 B/SA = 12.43 C/SA = 12.58 D/SA = 12.49 E/SA = 12.79 pc
Larry, The engine in Ben's 60 D/S car was a 320 H.P. single four barrel combination. He replaced that car with the 1967 Z-28 car that he still campaigns and wins national events with today. Herb
Thanks Herb for the info! Before I found my wagon I actually had the car and the intent of doing a Jr. Stocker like '60 - 2dr. Post Biscayne with 3-Deuces... 1 Carb or Three, these sedans are way cool.... especially at speed like the photo!! 320HP / 348 11.25:1 Compression - 1 Cart AFB - #2897S or #3012S 335HP / 348 11.25:1 Compression - 3x2 Roch 2G-2GC-2G Larry
The tri-carb 335HP model ran C/S. The car made D/S as a 320HP single 4bbl car. A friend of mine(Geiger & Williams 60 chev) switched his down to that 320 combination and the car hardly slowed down any. Much more competitive in D/S. I think Wenzel actually beat him at Nationals that year. That 320 HP version, as the story goes, was the comination made for NASCAR racing. The mainfold was an aluminum semi-rise, as i recall? Back then it was commonly referred to as the "NASCAR manifold".
In reading this article again, and seeing where the two categories are at today (so much alike anymore), is it time that NHRA combines the Stock & Super Stock classes again, and brings back a "True Stock Class"? Food for thought, What do you think? Larry (thanks Colsey for publishing this again, even I had forgotten this short period of re-incarnation... IMO it didn't lasted long enough).
It would be nice to bring back a "Stock" elim. but I doubt it would ever happen. Number one it is way to much work for the tech crew especially when NHRA and IHRA are cutting back the number of people working at an event. Number 2 there are just not many still able or wanting to put in the time and effort on their feet in the tear down of 10-15-20 plus cars Its a LOT of work. Number 3 the ones left in tech who really know how and what to do are just about fed up with the BS from higher ups overturning their decisions after catching someone cheating for fear of law suits. . It just isnt what it used to be. Its one reason WHY the rules have been relaxed so much over the years.
All of the above for me too... and when you consider it costs anywhere from $50,000 - $100,000+ to construct a New Stocker from the ground up now-a-days, I say it costs too damn much now also! **Human nature pushes us to excel in our accomplishments (to be better than the other guy, in the other lane), but when we completely ignore the rules that control this, then the whole damn thing comes down around us to an end. IMO, so goes Stock & Super Stock racing! Lets get back on the Jr. Stockers Larry
Colesy, it was very painful to read that 1972 article. That move by the nhra, wiped out alot of great running stock cars from the 71' season. Pc
Mine included. I ran a 69 Corvette in H/S (todays F/S....10.5 lb break) on 7 inch tires. After the change to S/S in 1972 after almost 3 years with no breakage I ended up breaking everything except the steering wheel ! Put it back on the street and sold it. I was able to run with Larry Lombardo's times at 75&80 Dragway when he ran his 68 Chev Nova "Buck Shot 2" in 1971 before driving for "Da Grump". Then I built a SS/IA 68 Camaro in 1976. More $$$$$$$. I almost forgot......I partnered with a Gene Collins (NASCAR 1966 Winter Nationals winner in Daytona, Fl.) in the middle of 1971 on a 71 Dodge Challenger with a 383 (same engine combo as Dave Boertmans Rod Shop Dodges)for H/SA (again the 10.5 lb class which is F today). We got it finished in September 1971. The first pass it ran a 12.22 on a 12.65 record at 75 & 80 Dragway. Ran it the rest of the season and POW.......Our 7 inch tired Jr. stocker became a Super Stocker in January of 1972. The 383 made a lousy S/S car because of the stock cam specs. Even Boertman struggled with his car even with all the help from the Rod Shop and Chrysler behind him. We were lucky and sold it after that.
I've got a stupid question here?? I just read the article in this post. i admit that i know absolutely nothing about a Ford -- let alone this icon from our past. How can it be that --- in the article it states that the "stock" head to use for this motor has 96cc's but NHRA allows it to be cut down to 66ccs thus producing 14:1 compression ratio?? And next statement says that the next motor will be built at 13:1 using 76cc heads? Who else in stock eliminator at that time was "allowed" to select his "own compression ratio" that he dialed into his "stock" motor? Am I missing something here? I am assuming that Charby's car was 410HP 427 -eh? I guess maybe NOW i know why he dominated so much during that 70 season? LOL. Too bad those days will never be seen again but relegated to the thoughts and memories of us old timers of the day!!
An interesting aside is that Ford never built any '67 Fairlane wagons with 427 engines, But his sure ran well. I believe 66 cc's were the minimum volume legal, most didn't run the heads with that because it created problems with valve to piston clearance. Syl
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