That is correct Sir...entry list cheater...LOL...got it from a freiend of Will. I believe this is the 1st time it's appeared on the interwebz...CB
Today Will is heavily involved in vintage motorcyle racing/restoring/ and classic motorcycle swap meets. Has been since he sold KABLOOIE circa 1972...anyone out there that's into that stuff today and goes to those events feel free to look him up and say HEY...CB Will Stoner, President of vintage motorcycle event production company Classic Events, announced today that the Saturday, March 12, 2011 Classic Events Swap Meet at the York Expo Center in York, Pennsylvania
This is on NHRA's site. Last revised in 1970. NHRA Technical Specifications For 1956 Chevrolet Motors ROD BORE STROKE DISPLACEMENT CYLINDERS LENGTH 3.563 3.938 235 6 6.813 3.750 3.000 265 8 5.700 4/29/2008 Issued: 13 April 1962 Revised: 4-24-70 H.P. Disp. C.R. Ind. Make Model/Transmission Manifold R.R. Lifter Head cc Notes 140 235 8.00 1-1 Roch 7009255/SM, 7009256/AUTO 1.47 H 79.1 162 265 8.00 1-2 Roch 7008387/SM ONLY 1.50 H 67.4 3 170 265 8.00 1-2 Roch 7008388/AUTO ONLY 1.50 H 67.4 3 205 265 8.00 1-4 Roch 7008737/ALL 1.50 H 55.7 1 210 265 9.25 1-4 Cart WCFB-2366S 1.50 M 55.7 2 225 265 9.25 2-4 Cart WCFB-2626S & 2627S/ALL 1.50 M 55.7 4 1 Alt carbs - Carter WCFB - 2366SA/ALL Carb sizes - Roch 1313x1313/1000x1063 Cart 1313x1313/1063x0938 2 Alt carbs - Carter WCFB - 2366SA/ALL,2505S/ALL Roch - 7008737/ALL Carb sizes - Roch 1313x1313/1000x1063 Cart 1313x1313/1063x0938 3 Carb sizes - 1437/1093 4 Carb sizes - 1313x1313/0938x1125 Deck Piston Type H.P. Disp. Cl Dish/Dome Ht/Vol Valves Cam Lift Springs 140 235 .015 1880/1505 400/400 Outer Only 162 265 .015 Flat 1725/1505 334/334 Outer Only 170 265 .015 Flat 1725/1505 373/373 Outer Only 205 265 .015 Flat 1725/1505 334/334 Outer Only 210 265 .015 Flat 1725/1505 404/413 Outer w Damper 225 265 .015 Flat 1725/1505 404/413 Outer w Damper Head H.P. Disp. Gasket Cast 140 235 162 265 .018 3703523,3767460,3795896,3884520 170 265 .018 3703523,3767460,3795896,3884520 205 265 .018 3703523,3767460,3795896,3884520 210 265 .018 3703523,3767460,3795896,3884520 225 265 .018 3703523,3767460,3795896,3884520
I just thought he had better stuff then we did. Stahl headers vs home built ones, pro built motor vs 3 kids doing a backyard blueprint, M&H slicks vs Caslers etc. He might have went faster but theres no way he had any more fun then we did. His wasnt the only fast one either, I recall the Chevairs running good too and others I cant remember the names of. The Waibel Competition cars used to come to Miami and eat us up, but we built it ourselves and had a ton of fun with it. Those days are gone forever, you can't get too far on $600 these days. We never knew that we had the engine set back using the original 6 cyl frame mounts for the motor until we put manifolds on it and they came down right into the cross member. I think we had too much traction out foxing ourselves.
I had like 18 of those things over the yrs most wagons/panel deliveries cause i have the panels!always did like the "delivery"look!One had an early 60's aluminum buick v-8 motor in it, it was scary.
Maybe you could post this on the class racer site for me?? We had a "spirited" conversation a few months ago over there and no one remembered the car or the name. Some thought I was wrong and imagined it.....LOL. Thanks if you can, Terry
I am sorry to report that another member of the fraternity has recently passed. Tom Hiester a truly talented machinist and engine builder from the Reading Pa area died last week. Tom was a real rarity, he was someone willing to share his knowledge and experience without the usual engine builder ego/attitude. He was always super helpful to me ....And race stories like no other.. A really good guy and at the end of the day i think we'd all like to be remembered that way. On that note, there will be a rememberance/memorial get together in his honor to be held Sunday April 10 th at the Goodwill Beneficial Social Quarters in Laureldale, Pa. from 2pm till 6pm with a light luncheon served. All friends welcome...racing will be spoken im sure. Come tip your hat to a good man and talented friend.. Please feel free to spread the word to anyone who should know..... thanks Roger Jr.
Paul, Speaking of Car Craft, they did a story called "Sunday Driver" or similar about one of the 383 GT Darts.Was in mid 1969 as I recall, and my CC and HR from the period have vanished. Guy was named Dave something and he was a technician at Saddleback or Brookhurst Dodge,back then. The car was dark green. Had to run the Six Packs or my R/T Coronet 440 back then in the Eliminator and we'd usually get him, but we were all in the mid-high 12's and we ALL drove ours to and from work Dave, too. ET brackets were king for us street car guys... Those were all fun, bullet proof cars!
New project we're working on, C/Stock Automatic. Looking to have it on the road by June. It's not a factory R code car, but is powered by a 428 Cobra Jet with C6 auto. -Dean
Photos of 283-245-wcfb set up exactly as removed from 1959 corvette "doctor destructo"-k/sa combo in 1972.has been in my shop since 1972! For your review.
I'm surprised no one commented on the engine builder! Phil was from Fishkill, NY, and Joe "Trick Tank" Kenney, from Hopewell Junction, just up the road. I'll bet Pat Hennebery had something to do with the machine work, too. (Search that name on YouTube sometime)
to HOT ROD 28 AR . i saw LUCAS FORD on your car , did you ever work there? tell me more about your car. THANKS JAKE
Never worked there. The car bounced around a little and ended up in New York. I haven't found much else about it. Not sure if it was owned by the dealership or maybe sponsored at one time. The engine is a Cobra Jet built from Ford parts the way Tasca built the original. '66 428 Police Interceptor block bored .030 over (434ci) with '63 427 low riser heads and Cobra Jet valves. Police Interceptor aluminum intake, 10.5:1 pistons, and a .565/.570 solid lifter cam. Tracking down some period correct wheels and tires for it now. The ones on it are off a '69 Shelby. -Dean
Love the pink tear down paint on the carb stud, I remember failing tech for having too much tear down paint on our motor, Greg Xakellis wouldn't pass us until we painted the entire motor even the pan....he also made us clean our carb once for having too much dirt and crud on it, he said there had to be something illegal about but he couldn't tell with all the dirt... Image that us exaggerating the rules???
I hate to say this but the 69 Nova SS/LA that Ken Key of New Castle Indiana built was a one owner street car prior to it holding two different NHRA world records. It was not the Tokyo Rose owned by George Cureton. I am Ken Key's son. I am searching for his car, that is how I came upon this post. Love the site and pictures though. Thanks. Todd Key
JACK WORRELL' worked at LUCAS FORD in 69,70,& 71 . he bought his KING COBRA . at TRENTIN FORD ; MR.LUCAS was good to him .i think JACK did well at the DRAGS in 1970 .THANKS JAKE .
Found this on Drag Race Central. http://www.dragracecentral.com/DRCStory.asp?ID=223436&Filter=30#indextop
"It seems that everywhere you turn theses days you run into a drag racer who got his or her start in a Jr. Dragster. As one of NHRA's 60 Greatest Moments, the formation of the Jr. Drag Racing league in 1992 is something that has had a profound impact on the sport." Ah, junior dragsters, what a blast from the past. I hope you don't mind me going off-topic for a bit but I have to share my story since that subject was brought up. Those who do 'mind,' just fast forward to the next post, please. Anyway, here it goes: I was involved in a big way in the beginning with this class, with the very first junior dragster company, which for a time, was the only shop which built and sold these mini-rails. I was known to many as "Mr. Half Scale" back then, the guy on the other end of the line when someone called the shop. The company was started by Raceway Park co-owner Vinnie Napp along with partners Randy Ditzel and Kurt Fleischmann of Pro Start Engineering, who fabricated the frames, front spindles, etc. in their Asbury, NJ shop, and which I, afterwards picked up from them as well as other components from other suppliers, and assembled in a single bay garage at Raceway Park, Englishtown, NJ, a few yards away from the main office. Why I bring this up is because during my three and one-half year stint there in the early-mid-1990s, I was able to meet and talk to on the phone famous drag racers from the past (and more than a few times in person) who were getting involved with this new class, either from a speed parts manufacturer standpoint or more commonly, for their grandkids, or those who out of curiosity stopped by to kill some time and see what was going on inside my shop. I also met many lesser-known but notheless successful drag racers. One guy that comes to mind is the late Jim Harrington, one of drag racing's "good guys" if ever there was one as well as one hell of a driver. This story just came to me: So good was Big Jim, as I called him, at cutting a good light, that one day at one race unbeknownst to track officials, he was hidden inside one bracket racer's van, staged and ready to go. As the tree counted down Jim shouted to the driver just exactly when to leave. I don't recall if this was just once or through the entire eliminations but the fact that he did something like this still makes me smile whenever I recall that story. Other racers I got to talk to those days before a Wednesday night show when they arrived at the track earlier that afternoon or the day before the Summernationals (Mopar Parts Nationals) and walked on over to my shop whose door was always open when the weather was nice. Guys like Bill "Maverick" Golden, jet car pilots Roger Gustin and Les Shockley, who I didn't know by face, only name, and conversed with for about a half hour before he told me who he was. I also got to meet Malcom Durham during a Mopar Parts Nationals race through his son Bernard who I met previously over the phone. And speaking of Malcolm Durham, I also met Chick DeNinno. Chick got involved with junior dragsters and purchased parts from us to assemble them back in his shop. I talked to Chick many times and he's another "good guy" who really enjoyed talking about his days driving for Sam Auxier, as mechanic for Sox & Martin, as well as his "Fever" (original Hemi) Charger match race car of the late-1960s. Back when Ronnie Sox crashed his Ford Probe Pro Stocker in 1995, I called Chick first thing the following Monday morning to find out how Ronnie was doing, and to get the inside scoop after seeing the wreck in a televised race on ESPN over the weekend. (Some background: Chick's race car shop, Fabrication, Inc. built Ronnie's car and Chick was crew chief). Chick told me a large AN oil line had vibrated loose spilling motor oil underneath Ronnie's car's tires causing it to get out of shape then barrel roll some thirteen times. Chick said Dick Landy called right after and asked him what happened. Chick told him and Landy (already knowing the answer) replied he too experienced the same problem with an Earl's oil line he used on his engines which vibrated loose on a dyno engine. In the hospital, Ronnie told Chick that he was going to race fifteen more years, then retire. When Chick asked him why fifteen years, Ronnie told him because he suffered three crashes in his entire racing career and they were all spaced fifteen years apart: once in 1965 with his A-990 Plymouth (first time I ever heard this), one time in 1980 with his Dodge Omni Pro Stocker, and this last time (in 1995) with his Ford Probe. Another time, I received a phone call from Paul Blevins. Paul Blevins, what a surprise! He was getting involved in junior dragster engine development and called to talk. Ha, here's Paul Blevins calling me to pick my brain what little I knew about Briggs & Stratton engines and torque converters at the time. What immediately struck me about Paul is that this guy was on a much higher level than anyone I ever talked with in the drag racing world, and believe me, I've talked to and quizzed the minds of many racers of varying degrees of talent and intelligence. We talked about connecting rods and converters from what I recall, and I of course, eventually steered the subject over to 1970s Pro Stock racing and prior to that, his involvement in Modified Eliminator. Oh, how I wish I could recall what we spoke about but unfortunately can't. What still impresses me to this very day is how bright Paul was, on another level, something I realised right away. No suprise as backed up by his drag racing record. I said to myself after my conversation with Paul that morning was: I can only imagine what level a Bill Jenkins and others of his caliber are on. I did see Paul one time after our conversation. He and his son arrived at Raceway Park on one cold, windy, overcast, mid-week day in November sometime circa 1994. I waved to him as he passed me by in his older blue Chevy van with junior dragster in tow. I was told Paul was there to do some junior dragster testing. To say "some" testing is an understatement as I recall looking towards the starting line, which I could see in the distance from the my shop's doorway, Paul on the starting line operating the Chrondek timers and his son making countless sixty-foot passes in between those times Paul was making changes. No full pass just countless 60-ft. launches that entire afternoon. Like I said, the man was extremely bright and this type of A-B-A fanatical testing shows it. Anyhow, these are just a few of the many good memories I wanted to share with others here this morning. Here's a photo of yours truly in my shop from an article in the New York Times on junior dragsters in February 7, 1993. I guess it's my "15 minutes of fame." Pete P.S. I just remembered, I also met and got to know pretty well, Ed Franks of Junior Stock fame. He stopped by my shop all the time, and was still involved in drag racing at the time with a Chevy Nova bracket car and increasingly, with his grandson's junior dragster.
The Jalopy Journal
