FOR THE WANNA BE'S

"winze" wrote in a message:

Hahahahaha...Your comparing apples to oranges. Your comparing a Super Stock car to a bracket car, or a street car?There's nothing stock about the motor in that car. First of all, there was NO SVO A-4 blocks in 65. None of the internals are stock. My motor is basically a stock 302, with 10.0:1 pistons. Heck, a friend of mine runs a 66 Triumph Spitfire with a 302, and he runs

10.2's all day long. Better find a better source for your material.

Gary

Your're a DUMBASS! I need not elaborate,but the car has factory 289 heads(ported)factory size valves & 9.0 compression. the cam has factory lift 289 D code specs and the carb is a factory 480 with the choke still on it, rebuilt by the owner! and it weighs almost 3000 lbs! When did a block & rods make more hp? Your pinto(fart can) has a bigger engine, bigger heads,valves,carb,compression & weighs less but won't run 10.80, Tell your friend to put his 302 in a real car instead of the tin can pos triumph and see how it runs.

"winze" wrote in a message:

Your the dumbass that don't know how to read! The guy states that he worked on the carb, but won't give any details. and says it sits on top of a special custom flow spacer on an Edlebrock Victor Jr intake. Gee, I didn't know they were available from the factory in 65! The cam is not stock. He said it was a special grind roller cam. Roller cams were not available from the factory that year! The crank was not stock, it was a special grind as well. Also, the Danny Bee belt drive is not a factory item. Don't forget the Winston Cup valve springs and the shaft rocker system, in place of the stock factory rocker arms. Not to mention the Holley distributor, and the CSI electric water pump, all not factory items. How about the 7" 7500 stall speed converter? When was that available from the factory? And not to mention the 6.20 rear gear, in an aluminum 9". 9" rears were not available in the 65's.

Hey, any time you think you can beat the tin can pos triumph, bring it on! He'll be glad to take your money!

So in closing, I think you need to take a reading class, so you don't miss all the details. Then take a class on mechanics, one that deals with performance, so you know what parts will increase HP, and which ones won't.

Gary

Do not in any way, shape or form attempt to compare a bracket car with a legal Super Stock Eliminator car. What goes into a Super Stock car to make it competitive is a lot of engraining that is beyond the average bracket racer. Having campaigned a SS/N car for fifteen years, I know what I am talking about.

There are a LOT of things NHRA lets you do, mostly to keep from breaking parts. Modifying the carb to flow more air is definitely NOT one of them. (Ever been in the tear down barn at a National Event?)When it's all said and done, the one ingredient that is necessary to make power is air. The 1.08 carb, on a good day will not even come close to flowing what a Holley 1850 flows. (600 CFM) Try to modify one for more air flow. If your car starts running fast, you will be caught and thrown out in short order. The rules have been opened up in regards to cylinder heads in recent years because it was too hard to police. The rules regarding replacement blocks and heads were opened up because the engines were making so much power that they were getting to the end of their engineered strength.

If you think it's so easy, just throw together a combination and enter it into Super Stock. After your car is running really fast, the manufacturers will be lining up to give you free parts. You will probably make a pile of money and show those other dumb ass Super Stock guys just how it's done. ;>) Bill Heinson Former SS/N National Record Holder, with a Ford, no less!

Boy, they have come a LONG way since Gary Williams's days, huh?

"Bill" wrote in a message:

I haven't kept up with the latest rules on SS, but have been talking to a guy that is a SS National Record holder, Joe Scott, recently. You may have heard of him. He runs a Chevy truck. He just suffered a garage fire and lost his race truck, his tow vehicle, and all his spare parts. The article in the paper stated the value of the race truck was aprox. $150,000.00. Another friend of mine used to race in the SS class back in the 70's, and he told me that back then, every part had to be a production part and have a valid part # on it. The tranny shop that built my tranny also races in SS, but I don't get to talk to them very often, since it's like a 3 or 4 hour drive from here, but when I do get up to the shop, we talk for hours on end.

Anyway, I wasn't comparing a SS car to a bracket car. Winze was indirectly comparing the car from the link to mine. If you haven't read the thread in the past, last year a friend of mine helped me build a 71 Pinto into a bracket car. The motor we put in it, had sat for 12 years, and all we did was change the oil & filter, and install my Torker II intake and 750 Holley, and a built up C4 tranny, and took it to the track for a Test & Tune session. After one pass we found that the valve springs were shot, after it only running a 15.xx, with the valves floating out at the 1/8 mile mark. We took the car home, ordered a set of valve springs, and when they were installed, went back for another Test & Tune. This time it ran a 13.217, but noted it was runing out of RPMS a little before the 1/4 mile. Winze has been on my case ever since, and trys to come off like he's a racing expert, but has yet provided proof that he has ever built a race car, or that he has ever raced. He also fails to realize that in bracket racing, a car doesn't have to be fast to win, just super consistant.

Are you still racing, and if you are, where are you racing? If your on the east coast, I might have seen you race before. If you let me know which track, I'll look you up if I ever get there. I enjoy chatting with with people who raced in the good ol' days!

Gary

We campaigned the car in the Pacific Northwest from 1973 thru the mid

1980's. We wanted to race a Ford, but not a Cobra Jet or a 427 car. (I had a 67 427 Fairlane street car at the time) We looked at the specs, and decided that the 1964 Custom, with a 250 H.P. 352 looked good. The specs on the engine looked favorable. (4.0 Bore, 3.5 Stroke, Rod Length to Stroke ratio of about 1.89:1) Car ultimately went 11.60's. This was back in the days when you couldn't touch the heads. We held the NHRA SS/N national record in 1977 or 78 for the better part of a year. Absolutely pissed off the Chevrolet guys to no end. Got a LOT of static from NHRA also. Speaking of Pintos, I bought a new one in 1973. A friend was the GM at the local Ford store and he installed an AK Miller turbo kit on it. (Back in the days when the dealer could do that without getting his pee pee slapped ;>) Drove the car this way until the gas got so lousy you couldn't run any boost without torching the engine. I then installed a 289 Hi Po. (Had an extra one) Had more fun with that car, until someone pulled out in front of it and totaled it. After we decided to quit drag racing, we gave the race car body to a local bracket racer. He put a 427 in it. Only took him a year to go as fast as we did with the 352. Bill Washington State

"Bill" wrote in a message:

That's impressive! Do you have any photos of it? I love the older cars myself. A matter of fact, August 13th, one of our local drag strips, actually my home track, is putting on a nostalgia race. They call it Flashback Friday. Allot of the old time SS guys will be there. I'm taking off work just so I don't miss this event. I think they have a flier on the website if your interested in checking out. The web address is

As for the turbo on the Pinto, there's a guythat ran a 71 with a turbocharged 4 cyl., that ran 8.98's in the Pro Stickclass. He recently moved the whole drive train into an ex Prostock Probe andlast I heard ran an 8.89 with it. That's not bad for a 4 cyl. ;-) Gary

installed, went back for another Test & Tune. This time it ran a

13.217, but

What was so good about it? You need to step up to the 80's at least! Let's see now, your pinto has a 302,351w heads, 296 duration cam,750 holley,single plane intake, open exhaust,etc. and weighs what 2200 pounds or so?and runs 13.2, Ok take a full weight 88 mustang gt(3000

+lbs) with 140,000 miles add cobra intake,headers & 3.55 gears and run 12.99 through the mufflers. You might want to take note! Have you thought up a name for your (cough) pinto race car? I thought you might like my suggestions.

1. Torque-less Wonder!

1. Pinto Beano! it's kinda like on the gas, off the gas! LMAO

Have you always been such a dullard....and a troll?

"winze" wrote in a message:

Once again you proved you only read what you want to read, never the whole thing. FYI, the heads and cam was just installed, and haven't had the time to take it back to the track. When we do take it back, we're pretty sure it is going to run low 12's, maybe high 11's. As for your names for the car, none of them apply to my car. If you would have looked at the photo that I gave the link to, you would have known that. If your referring to Buzz's car, I'm fully aware of what his car runs. Buzz and I have been emailing back and forth for over a year now. If you wouldn't have run him off, you'd have known that I've been giving him pointers on lowering his reaction time, and it's been working so far. Buzz has been bugging me to bring the Pinto up to Canada, and one day I will.

Why don't you get a life? Better yet, go take a mechanics course so you understand what your reading in those repair manuals, and NASCAR magazines!

Gary

car, I'm fully aware of what his car runs. Buzz and I have been emailing

Buzz's car is a LX coupe,not a GT, dummy!

I was going through some long forgotten stuff Saturday and I found some photos taken at the Winternationals. I will get them scanned and posted on my MSN site. I also found the National Record slip that Jerry Valentine filled out. We set the record on May 5, 1978 at 12.03. Not bad for 4150 lbs,

250 H.P. 352 with a 480 carb and unmodified heads. We were in tear down right next to Jim Waldo. He had just set the A/S record at 10.98. Caused quite a stir, being the first 10 second car in stock eliminator. (Really pissed off the Chevrolet and Mopar guys).

Gary, you have *really* helped me with both reaction times and launching the car. In fact, bracket racing in general not to mention all the setup & modification suggestions (many of which I have used successfully) My next goal is to run in the 11's with a

125 NOS shot on the stock engine. As you know, I have been negotiating on a BB 396 pushing about 600 HP for next season. My sponsor wants me to stay small block but I'm really hung up on getting a big boy under the hood. I want to run low 6's (1/8th) on just motor, all day long (not asking much here LOL!!)

-- Buzz Haze-Ottawa ON

87 5.0 LX Coupe