Here we see the old custom-bent rollbar and stock flooring. Things are about to change!
 Rollbar, carpet, trim panels, rearend, suspension, fuel tank, all removed. Just about ready. |
There are many of these types of SS’ers. They are popular because not everyone can build a real Hemi Cuda, LS6 Chevelle, or 428 CJ Mustang, but lots of people can build a GT car with their favorite combination of chassis and engine. This GT category was actually my first choice but I did a little more looking in the NHRA rulebook and I think I found a home.
I really would like to someday run in the 8’s with Project Muscrate. Yes, 8’s. And I want to do it naturally aspirated in Super Stock. I also want to be able to build the engine basically however I damn well please with a minimum of rules. Sound interesting? Does to me! Welcome to the category of Super Stock/Modified. The Modified cars are classified on a weight per cubic inch basis. Basically, there is Modified Stock that allows the use of one NHRA-accepted Holley 750 or 850 cfm carb depending on the class. And then there is Modified that allows two 4-barrels of any cfm.
Both classes can be very expensive, though, and that is a drawback. I don’t plan on spending as much as most do, at least initially. Lucky for me I can do all of my own engine work. Actually, I do ALL of my own work so that helps me afford to race. I will get into more of the specifics in later articles, but the overview for my plan as of now is this.
 Other than sitting way higher than it will, this is an indication of the new tires location when I'm done. Wish it were that easy! |
You have to use cylinder heads and a block that have some kind of manufacturers’ number on them. No billet heads or blocks, no DART or World Products. In my case it has to be Ford. I am going to build a engine in the 390-410 cubic inch area with leftover NASCAR “Yates” type cylinder heads (they have a Ford number), single Holley carb, aluminum connecting rods, ultra lightweight pistons, Jesel valve train, and spin it to over 9,000 rpm! The car will weigh around 3100 lbs. depending on engine size. Sounds simple enough doesn’t it?
The NHRA National Index (which is the minimum e.t. I need to run) in SS/AS (single car-) is currently 9.90. I can hit that pretty easy. But, the fast cars in that class run in the mid 8’s! That would be the guys that will kick my tail in a heads up race if I’m slower! Honestly, I’m looking to “get my feet wet” in the category at first, and I think with a pretty basic combination I can run in the low 9’s right off the bat. The 8’s will come later.
So, what does any of this have to offer my loyal readers? Well, first thing that is getting done is a “back half” of the chassis. In Super Stock you are allowed to use up to a 14x32 slick, 4-link setup, coil-overs, etc. You know, real race car stuff!
I know I am abandoning my “small tire” roots and some loyal readers, but it has to be done in order to have any chance of hooking up 850-plus horsepower. Besides, I am doing all the work myself and there are a LOT of readers that have thought about “tubbing” out their own cars, regardless of make. There are a few subtle NHRA-mandated SS-type rules dictating frame rail height, etc., but overall it will be something almost anyone can do. Then, I will install a complete 12-point roll cage, window net, fuel cell, new fuel system, racing type bucket seats, etc.
I think it should prove to be a very interesting project for you to follow. And, as always, I’m sure there will be some nice little surprises along the way to make my life more difficult. So far I have removed the rear-end assembly and gutted most of the interior in preparation for the makeover. I’ve got a LOT to do and a short time to get it done as usual. As of right now my local track Cedar Falls Raceway is scheduled to host an NHRA National Open in mid May. I am hoping to be ready for that.
Until next time, remember, there is always hope. And, when in doubt… DO A WHEELIE!