30 x 9 max tire size. And if you run Stock pistons, parts etc it will likely be an index car. There is a list of NHRA approved replacement parts... pistons, heads- casting #'s etc.... There is alot of technology (=$$$$$$) that goes into these "stock" engines. Everything is massaged and blueprinted. There is a tolerance for all specs and they need to be checked and lots of machine work needed to be competitive.

Get a rulebook and get reday to get into the minutiae of every part on the car. Alot of work but Very Very rewarding. My uncle ran stock and super stock until he died, now my cousin has taken over and I help out when I can.

Any of the Stocker guys know what the limitations of "any valve job" means? On Classracer they seem to interpret that to mean "radially symmetric" (my words) in that the cuts are the same distance from the valve centerline all the way around. They don't exactly say how far down you can go? I'm thinking all the way down to the guide or maybe a little further if the flow picks up?

I was disappointed the video didn't show anything on the 1964 Plymouth in the barn. Was that Hagburg's car? I would have liked to see the V10 head on the DP Challenger. I'd like to see what a 268cc intake port looks like.

Don't be silly... the valve job can go all the way up into the intake

There was the .250 rule in effect for decades. Then a few years ago it disappeared. Now your can throat to a certain extent. Some heads benefit more than others from this.

I think i would buy one already built.They are big$$$$.I had a 67 barracuda full interior that went 8.50ets in the 1/8 mile.Not sure what the stock class would be.Oh it had the hp273 i still got in the corner of shop.I don't think the 67 barrrcuda's came with the 340's till 1968.

Stock Class Racing requires one thing to be competitive deep pockets

But NHRA has changed some stuff for 2015, the newer cars 2008 and up will have their own classes and that lets some of the older combos be a viable car again.

Just check out class racerracer.com

I race stock eliminator, mostly NHRA events. However, I have as much if not more fun racing bracket.
I will try to answer any questions.
Jamie 1971 Demon340 D/SA 10.57 @ 122.00 mph 1.37
60' Mine shaft air, with a tailwind.

I will be running super stock for 2015 in div.1 this is my first year. I ran NSS Hemi class with my Cuda. I have a thread on here from when I built it. I was going to go to a stocker wedge, well that was the plan anyway. I hurt the Hemi so the plan changed faster. I ended up going to super stock because a very good allready proven package came available. The r & d will kill it if you are one a budget to be competitive.if you plan on running a Chrysler be prepared to spend more than you want to if you want to be in the higher end of the food chain. I have not posted on here about this yet but decided to put my 2 cents in here. Biggest thing I think for anyone is havering a good support team of people who are into it. You will need all the help you can get, technology has changed so much on stock & SUPERSTOCK it will blow people's minds how far they have to take these motors to be competitive. Also you need to ask yourself if you want to just class race or do it with style in a car you like. There is a difference.

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I race stock eliminator, mostly NHRA events. However, I have as much if not more fun racing bracket.

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I too seem to have more fun at the Mopar events or Mike Carr S/SS races. The 400 plus entry for National Events takes some of the fun out of it.

I would love to run a Super Stock car, just don't have the coin to turn my 69 Dart into one.

I can tell you my brother drove Danny Jones B/SA 64 Max Wedge Plymouth for a few seasons and now he just races in NSS with the 422 club. And he told me he enjoys running NSS with the 422 club much more then running in NHRA Stock eliminator class. Ron

hi, also, ring combo's are critical, wall finish, , valve seat angles, type of valves, crank indexing stroke equalized, port flows and velocity. all ports flow same. intake manifold casting, carb rework for flat fuel curve, suspension.

If you don't have a bunch of this:

" also, ring combo's are critical, wall finish, , valve seat angles, type of valves, crank indexing stroke equalized, port flows and velocity. all ports flow same. intake manifold casting, carb rework for flat fuel curve, suspension." etc., etc., etc., etc.

The best set of "STOCK APPEARING" heads will not help.

Jim

Don't forget the 20 converters that are pumped through the car or the several different gear ratio sets in the 904. The suspensions in both my a bodies are pretty simple. Engine wise it is ring package and camshaft/valvetrain. Need to make these things rpm.