Yellow Bullet Forums banner

2011 A/M Rules

17K views 174 replies 35 participants last post by  Dr. Detroit 
#1 ·
Everybody fill up your favorite 5 gallon pail full of $#!% and through it on the wall and let's see what sticks!:smt115
 
#9 ·
all red cars get 100lbs reduction and a bye run first round
 
#14 ·
Let's get this on track:


1. +50 lbs Big Blocks & -50 lbs Small Blocks base weight

2. -100 lbs Small Blocks base weight

3. No Tunnel Ram intake manifolds

4. Any intake manifold allowed single 4 bbl carb or throttle body only

5. Any length wheelie bars @ 50 lbs penalty

6. -50 lbs stock type suspension

7. Conventional head weight break for all makes BB not just Chevy

8. -150 lbs conventional head small block weight break

9. Any 10.5 non "W" tire allowed

10. Only M/T 3055 or 9062 tire allowed

11. -50 lbs for 10.5 x 28 rear tires

:smt072
 
#21 ·
Decent list of Allowable "Conventional Heads" from Texas True Ten 5

Small Block Ford
• Ford OEM Windsor 289/302/351/5.0 & Cleveland 2 bbl. & 4 bbl.
• Ford OEM 2, 3, and 4V
• Air Flow Research 165, 185, 205, 225
• Brodix ST 5.0, ST 5.0R, Track 1, T1, Track 1X
• Canfield 20 Degree 197 cc, PN# 20450
• Edelbrock Performer, PN #60329, #60359, #60279, Performer RPM, #60229, #60259, #60269
• Edelbrock Victor Jr. #7716, CNC #7716, #61269, #61309
• Edelbrock Victor., PN #77219, #61299, #77289, #77299, #61099, #77099
• FRPP GT-40, GT-40P, GT-40X, GT-40Y, J302, N351, V351, Z304
• Holley 5.0, PN# 300-573, 300-574, 300-575, 300-576, 300-577, 300-578, 300-579
• Trick Flow Specialties “Street Heat” Head, Twisted Wedge, Std. & R, Track Heat
• World Products Roush 180, Roush 200, Windsor Jr. & Windsor Sr.
• Dart Pro 1 170, 195, 210, 225
• RHS 200cc & 215cc

Big Block Ford

• Ford Factory OEM Iron & OEM Aluminum (2 bbl. & 4 bbl.)

• Ford 429/460 Aftermarket Cobra Jet Cylinder Heads
• Blue Thunder 460 “OEM Cobra Jet Style” Only. THOR & Other Versions Prohibited.
• Blue Thunder FE #CHFE-(LB-LBOE-SB-SBOE)
• Trick Flow A-460 – PN# TFS-21002, 5441B001, and 5451B001
• Edelbrock Performer RPM 460, Performer RPM 460 CJ, Victor Jr. 460
• Edelbrock FE390-428 (Edelbrock on end) # 60059, # 60069, # 60089, # 60079
• Edelbrock FE390-428 (NHRA on end) # 60057, # 60058, # 60087

Small Block Chevrolet
• Chevrolet Factory OEM Iron & OEM Aluminum, Vortec (L31) 10239906, 12558062
• CFE BMF RR10 & RR230 Version Only – 23 Degree
• All Pro RR-245, 23 Degree, Standard Version
• All Pro LS1-LS6 Hurricane Heads – 15 Degree Only
• Pontiac 867, 23 Degree, Raised Runner, Standard Version
• Edelbrock Performer, Performer RPM, E-Tec 170cc & 200cc
• Edelbrock Victor Jr. & Victor & CNC, 23 Degree, Standard & Raised Runner
• Edelbrock Victor Part # 77559 23 degree Raised Runner head
• Edelbrock/Lingenfelter LS1 Head
• Air Flow Research 180,190,195,210,220,227cc Street, Racing & Raised Runner Head
• Air Flow Research 180cc LT 1, 195,210,220,227CC LT4, 215CC LT4RR, 205,225 LS1
• Brodix, RR 180, ST, (WPSY, T1, T1X, 8, 8 Pro, 10, 10X, 11, 11X, Standard & Raised Runner)
• Dart Iron Eagle 165cc thru 230cc, Race Series 220cc, Pro 1 200cc thru 230cc
• Canfield 23-500 – 23 Degree, 23-600 – 23 Degree
• Trick Flow – 23 Degree
• GMPP 23-Deg Fast Burn Heads, # 12467713, Bowtie Std & Raised #10051101, 12480034
• World Products S/R Torquer, Sportsman II 200 cc Iron & Alum
• World Products Motown 205 cc & 220 cc Iron & Alum
• Pro Top Line Pro 23 Degree Iron & Alum Std & Raised Runner –215, 222, 256, 222, 256cc
• Pro Top Line 23 Degree Pro Lightning 180, 200, 223, 228, 242, 235cc Iron & Alum

Chevrolet Big Block
• Chevrolet Factory OEM Iron & OEM Aluminum
• CFE/BMF 350cc Big Block Chevrolet
• Brodix BB-1, BB-1 OEF1, BB-2, BB-2X, BB-2 Extra, BB-2 Plus, BB-3
• Edelbrock Victor & Victor CNC, Edelbrock Victor Jr. CNC Oval & Rect
• Edelbrock Performer RPM 454-O, 454-O, 454-R
• Edelbrock Victor 24-degree Rectangular Port #77419, #77409
• Dart Pro 1 310 cc thru 355 cc, Race Series 265 cc thru 360 cc
• Canfield Big Block Chevy 24.5-800, 24.5-900
• GMPP Signature Series BB Heads cast # 12363401,12363391
• Air Flow Research 265, 290, 305, 315, 325, 335, 345, 357, Oval, Rect & CNC Port
• World Products Merlin II Oval & Rect Port 269, 320, 345, 305, 350 Iron & Alum
• Pro Top Line Pro Thunder 320, 360 cc Alum & Iron

Chrysler Small Block
• Chrysler Factory OEM Iron & OEM Aluminum
• Mopar Performance W5, W2
• Edelbrock Performer RPM, RPM 340
• Brodix B1-BA, B1-BA/MC
• Bulldog Performance Chrysler B/RB Heads

Chrysler Big Block
• Chrysler Factory OEM Iron & OEM Aluminum (non Hemi style).

• Brodix B1-BS (Not B1)
• Brodix B1 (original, non-"MC" or "TS")
• Edelbrock Performer RPM 440
• Indy 440-1, 440-C, SR
• Bulldog Performance Chrysler B/RB Heads

Oldsmobile
• Olds Factory OEM Iron & OEM Aluminum
• Batten Small Block Olds Performance W2
• Edelbrock Performer RPM Big Block
• Bulldog Performance Oldsmobile Heads

Pontiac
• Pontiac Factory OEM Iron & OEM Aluminum
• Edelbrock Performer RPM Big Block
• Wenzler Series II (Not Super Chief)

Buick
• Buick Factory OEM Iron & OEM Aluminum
• TA Performance Stage 1,2,3,4
• Bulldog Performance Buick Heads

AMC
• AMC Factory OEM Iron & OEM Aluminum
• Indy 401-SR

**SMALL BLOCK Conventional Head EXCEPTIONS**
*Heads with spread port exhaust that require 60/40 offset rockers or port intruders add 100#
*Raised runner small block heads add 100#
*LSX cars, base weight #3200 lbs with OEM valve angle heads with OEM valve angles and OEM port configuration. C5R or C5R type heads not allowed. Minimum valve angle *15."
*100# addition to LSX motors with aftermarket non OEM configuration heads."
*LSX motors only allowed in cars that came from the factory OEM equipped with LSX motors."


**BIG BLOCK Conventional Head EXCEPTIONS**

  1. *No CFE 385's or larger
  2. *No 18* Oval port BBC heads
 
#24 ·
Just adding my name to the pile. As long as things don't change so much it goofs me up, as the rules stand now I'm putting something together to make an honest top 3 effort. I am, to say the least, anxiously waiting to see what the rules are for next year.
 
#29 ·
Conventional head design, is very simple to check in about the length of time it takes to lift the hood. Racers in the pits, all know who has what for heads... not even a tech needed for proof of that.

We can't get carried away with rules. We cannot force racers to be building to cylinder head lists, or any type of strict rule. Those days are long, long long gone........ it does not work in a sportsman atmosphere.

There needs to be diversity in the class to keep the spectator interest.

There also needs to be diversity to allow racers to use ingenuity and creativity within a broad rule structure, to be competitive, and not simply throw money with a given allowed strict combination.... where only the fat wallet wins. Obviously, we can't stop the big wallet from winning races, but a broad rule spectrum allows racers to think outside the box to give them an edge.... Not just pour another 10 grand of development into a set of junk heads that nobody wants anywhere else, to gain another .05 in ET.

That's my 02....
 
#31 ·
Conventional head design, is very simple to check in about the length of time it takes to lift the hood. Racers in the pits, all know who has what for heads... not even a tech needed for proof of that.
Maybe....just maybe easy for most with a BBC, there are a few heads that could be questionable. But what about the other brands? What about small blocks. Is a 10* SBC considered conventional? or is on symetrical port head deemed non-conventional?

Not arguing with you Chris, just throwing things out there.
 
#38 ·
Rick, not the 427 head is not even remotely conventional, nor has a conventional appearance.

Nor is it symmetrical or non symmetrical, although that is partly correct, conventional are non symmetrical.

Conventional, are also siamese, low ports, and conventional manifolds only work with conventional heads.

The non conventional stuff is raised and spread.... non siamese port.

It's very easy stuff to police... probably, the most simple of all engine brands.
 
#39 ·
So Chris, the waters get just as muddy as with the SB. Victors have raise port and rocker rail, same with BMF's @.625". Yes most of the stuff is messaged to fit as well. The Pontiac head that rick mentioned has a dedicated intake, like some of these conventional heads, and to some that are not up on engines like yourself, they could look at and old Eddy intake for the "427" as a siamese port, much like Alans motor now, to an un-trained eye, they might think those are siamese ports. Now add into the mix the 18 deg. Darts and the TPS stuff, there's no way many can tell what there looking at, or if the port is raised without removing the intake and measuring from the deck.

Chris, pick up the phone and call down to Curtis and ask about the Canadian Conventional heads he just shipped a couple months ago, the water gets REAL muddy there!:rolleyes:
 
#42 ·
No back at you, a max effort conventional head to a max effort head that Rick mentioned, will NEVER even be 200 with NOS! LOL. Yes a max effort 12 or 11 deg, head will make more, but Rick was asking about a totally different head and how it should be classed. And what configuration is that head he mentioned as it's not a typical spread port, noted by a different or custom intake, or a conventional head? It's like a semi-spread port 18 deg. much like the Dart 18 deg. ovals, as there is more of a spread port there then the 427's?
 
#55 ·
Ask Butch, he's done it. He lost on a red light to Alan, not on performance. My guess is he is just over 1000hp....but on ward and upward based on the top half being in the for sale section.

You know what it takes Ben. You show up with less than 400'' and make half the field look bad...including big chief headed BBC's.
 
#56 ·
I know what the power difference is between a small block @ 2900 lbs and a big block @ 3300 lbs to run the same e.t. I also know that the fast big blocks are all significantly over 3300 lbs because of scoops, 4 links, etc. I also know that if they are making around 1400 HP that there is a lot of reserve e.t. left.
 
#63 ·
let's say Between 20 and 40 G's depending on who's in your corner..... and For one their is no max effort ever going to be use'd due to the single carb or single throttlebody being used...the engine will never be happy running that way I know I had a 638 with the Biggest carb that was being built and made good power this was with a tunnel ram single I also ran this combo with two carbs and it really likes running with Two the only way to get more is with running "Fuel" or better heads The heads I ran were A-460 heads.....Thanks
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top