1966
 

1966, the factories attacked the stock classes.
A/S,,,,, B/S,,,,,C/S,,,,,D/S,,,,,E/S,,,,,F/S,,,,,G/S
A/S
* 66' Chevy II Nova SS 327/350 HP
* 66' Plymouth Belvedere 426/425HP
* 66' Dodge Coronet 426/425HP
* 66' Dodge Charger 426/425 HP
* 66' Ford Fairlane 500 427/410 HP
B/S
* 66' Chevelle Malibu SS 396/375 HP
* 66' Chevrolet Biscayne 427/425 HP
* 66' Ford Galaxie 500 427/410 HP
* 66' Ford Fairlane (Station Wagon) 427/410 HP
C/S
* 66' Pontiac GTO 389/360 HP (Tri-Carb)
* 66' Pontiac Catalina Coupe 421/376 HP (Tri-Carb)
* 66' Oldsmobile 4-4-2 400/360 HP (Tri-Carb)
* 66' Oldsmobile Cutlass 330/320 HP
* 66' Mercury Cyclone GT 390/335 HP
* 66' Ford Fairlane GT 390/335 HP
* 66' Ford Mustang (Hardtop) 289/271 HP (K-Code)
* 66 Chevrolet Impala Sports Coupe 427/390 HP
* 66' Chevelle Malibu SS (convertible) 396/360 HP
* 66' Chevelle Malibu SS 396/325 HP
* 66' Chevrolet Biscayne (Station Wagon) 427/425 HP
D/S
* 66 Ford Mustang (Fastback) 289/271 HP (K-Code)
* 66' Dodge Dart 273/275 HP (D-Dart)
* 66' Plymouth Satellite 383/325 HP
* 66' Plymouth Sport Fury 440/365 HP
* 66' Dodge Coronet 383/325 HP
* 66' Dodge Polara (w/Police Pursuit Package) 440/365 HP
* 66' Chevy II Nova SS 327/275 HP
* 66' Chevelle Malibu SS (convertible) 396/325 HP
* 66' Chevrolet BelAir (3-Seat Station wagon) 427/390 HP
* 66' Buick GS 401/325 HP
* 66' Ford Fairlane GT (convertible) 390/335 HP
* 66' Ford Fairlane 500 XL 390/315 HP
* 66' Pontiac Catalina 2 + 2 Coupe 421/376 HP (Tri-Carb)
* 66 Pontiac Grand Prix 421/356 HP (Tri-Carb)
* 66' Pontiac GTO (convertible) 389/335 HP
E/S
* 66' Chevrolet BelAir 396/325 HP
* 66' Chevelle Malibu 327/275 HP
* 66' Dodge Charger 383/325 HP
* 66' Ford Galaxie 500 390/315 HP
* 66' Ford Fairlane 500 (convertible) 390/315 HP
* 66' Ford Fairlane 500 390/275 (Hi-Perf. 2 barrel)
* 66' Mercury Comet 390/275 HP (Hi-Perf. 2 barrel)
* 66' Pontiac Tempest Sport 326/285 HP
* 66' Pontiac Catalina Coupe 421/338 HP
F/S
* 66' Buick Skylark 340/260 HP
* 66' Buick Wildcat 425/340 HP
* 66' Plymouth Valiant 273/235 HP
* 66' Ford Mustang (Hardtop) 289/225 HP
* 66' Mercury Cyclone 390/275 HP (Hi-Perf. 2-barrel)
* 66' Pontiac Grand Prix 389/333 HP
* 66' Pontiac Lemans (convertible) 326/285 HP
* 66' Chevelle Malibu (convertible) 327/275 HP
* 66' Chevrolet Impala (convertible) 396/325 HP
G/S
* 66' Plymouth Barracuda 273/235 HP
* 66' Dodge Dart GT 273/235 HP
* 66' Ford Mustang (Fastback) 289/225 HP
* 66' Chevy II Nova 283/220 HP
* 66' Chevrolet Biscayne 327/275 HP
* 66' Chevrolet BelAir (Station Wagon) 396/325 HP
* 66' Oldsmobile F-85 330/250 HP
* 66' Ford Fairlane 500 (convertible) 390/275 HP (Hi-Perf. 2-barrel)
* 66' Mercury Cyclone GT (convertible) 390/275 HP (Hi-Perf. 2-barrel)
* 66' Pontiac Catalina 389/290 HP (Hi-Perf 2-barrel)

Anybody have one of these Performance Cars??

Note; At the end of the year, advertisers were using the song
'I'm So Glad' by Cream, to describe the years performance cars.
PC

Re: 1966
 

Paul, you forgot a big one.....Those 1966 Plymouth Valiant w/273 Commando 235 hp cars. 2dr post, 2 dr hdtp, Convertible..... E and F stockers....I don't think the convertible could make "G", but not positive about that. Loved those single rectangular "box-type" resonator extensions. Slick little cars, for sure....BTW, make sure you pack your own 'chute if you're jumping at Orange, Ma. Dragstrip......:cool: WJ

Re: 1966
 

Oops....Paul, don't forget the little Formula "S" '66 Barracuda's w/273 Commando power as well.....another one w/box-style stainless steel/chrome resonator tip....they were a dead giveaway if you pulled up behind one.....can't remember what stock class the 'Cuda cars got thrown into.....some of these 273 Mopars put many of the larger-motored GM or FoMoCo cars on the trailer back then....WJ

Re: 1966
 

WJ,
As you know, I had my share of 273 Commando's.
I think it went like this.
In 1965, the 273/235 HP (#2712 lb.) Valiants were classed in D/S, and the heavier Cuda's were classed in F/S.
In 1966, NHRA upped the weight/breaks, and the 65' Valiants were classed in E/S, and the newer 66' Valiants were classed in F/S, and the
Cuda's (either 65' or 66') were classed in G/S with the 65'/66' 289/225HP Mustang (fastbacks) and 66' Chevy II's 283/220 HP cars.
The 65' Valiants (2712 lbs.) were about 100 lbs. lighter than the 66' Valiant (2808 lbs.) cars
By the way, I had several of those rectangular-tipped chrome-ended resonators, including (2) new ones in a Chrysler box, that I got for free from
the parts manager at Meadowland-Plymouth. I threw them out.
Now I hear there worth a small fortune.
Last time a made a jump, my wife packed my parachute.
'I HIT THE GROUND LIKE A DART!!
PC

Re: 1966
 

A 66 442 W30 won C/S at Indy. I have two of them. Tri Carbs, Outside Air Induction, battery in trunk.

Re: 1966
 

Yes,
They were the dominant force.
Odd, the 66' Oldsmobile Cutlass 330/320 HP fell into the same class.
Don't see too many of those around.
PC

Re: 1966
 

1978 I was at the Barnett-Bagwell shop in Norcross GA and there was a 66 Belv II Hemi 4sp car. I asked whose it was and it was Terry Earwoods. I asked Terry if he wanted to sell it and the price was $800. I bought it and pulled the engine and trans out and just left the body there. Nothing wrong with it I just couldn't get it back to KC. I heard Warren B was not happy and the body was hauled to the junk yard.
There is also a small fortune buried under a concrete pad there. In the early 70's they were pouring an pad and needed some fill. Good time to clean out all the junk from the shop. Can't imagine the $$ worth of stock Hemi intakes, exhaust manifolds, manifold heat pipes, oil pans, pushrods and other stuff people hunt for today.

Re: 1966
 

Stewart,
I just had to post those cars. Cleaning out my garage, and found a bunch of old Super/Stock magazines.
I'm sure most of us remember these cars, and how cheap you could have gotten one.
I wouldn't believe it, if I didn't see it with my own eyes. 1972, my fathers friend bought a pristine 66' Plymouth Satellite, 4-speed Hemi, dark-red with Cragars, but other-wise bone stock. The engine had sucked a valve, and the owner didn't want to spend money on repairs. My fathers friend bought it for $500. The steal of the century.
A week later, the 'Moron" had stripped the car to nothing. It looked like a carcass, just like when a pack of Hyena's rip apart an Antelope!
PC

Re: 1966
 

Teak,
The 66' Dodge Charger is a little confusing. The car was called a mid-year production (release date January 1, 1966), I think normal production dates started in September 1965.
The 66' 383/325 HP weighed in at #3712, so it factored in at
11.42 wt/hp, which it fell into E/S or E/SA (11.30 - 11.88 wt/hp) for 1966.
Don't think they did much, as all the results show that they were around
13.90's, in class results in the magazines. Too much bulk.
As for the 66' Street Hemi Charger, not a good choice, way too much weight at #3895.
I don't think they could qualify for B/S in 66', I think they had to run in A/S despite the weight.
I'll check on the other question, but the 66' Charger was not available with a 440 production engine, BUT!
PC
Teak,
Found in the 1966 Niagara State Championship, end of year. Dodge Charger with a 440 engine, running in D/SA., turining 13.50's.
Here's what I think. If it was rated at its proper 375 HP factor, it would have been classed in C/SA. But I believe the tech. people rated it 350 HP, same as the
1966 Big-Body cars 440/350 HP, a mistake. The Charger was a new 67' with the 440/375 HP. It was Runner-Up in $tock Eliminator.
The only other possibility, it was a 1966 Charger, and the dealership installed a 440/365 HP (Police Interceptor Package) in the car, and claimed 350 HP.
You know, November 1966 is a long way from here!!
PC

Re: 1966
 

Paul, Have you forgotten the Pied Piper when we ran it the first time out the C/S record was 13.07 on the third run my Dad went 12.77. This as the car was delivered from Vince Byrne Chevrolet with just headers 4.88 gears distributor recurve,carb work Hurst shifter,and scatter shield. We picked the car up on wednesday and ran it on sunday. We were protested that this car was never a production line car but we had all the documetation with us.

Re: 1966
 

Lee,
Sorry, not to list it.
Your Pop may have had the only one ever built.
Not too many people rushing in to purchase 66' 427 Chevrolet Wagons.
Only us at Dover knew it existed.
I saw your Pop run those times, with the brake-lights on going through the traps.
Remember, I was always at the end of the pits, near the Trophy Booth.
What was it, C/S in 66', B/S in 67' and D/S in 68'??
Your Pop and Joe Kenney 'Trick Tank", all the time.
I would imagine the favorite TV show was 'Wagon Train':)
Don't you just hate PV544 red Volvo's. me too;)
Paul

Re: 1966
 

Lee,
There was another wagon from upstate New York (Western region).
A 1966 BelAir with a 427/390 HP engine.
Yellow with American Mag wheels (charcoal-type).
I believe it was another protested car, when it ran in D/S in 66'.
Car ran in F/S in 68' (10.50-10.99 wt/hp). Then saw it again in
69'/70' running in SS/J.
The car had a bunch of stuff hanging underneath it, wires and cables,
and loose brackets. Still ran 12.50's, Not bad for #4170 lbs.
Paul

Re: 1966
 

Lee,
Thanks for giving me the lead on the station wagons.
Forgot a couple, don't know how,,, They Won Everything!!!
PC

Re: 1966
 

OJ Hiding,
Yes, you can see the range of C/S in 1966.
Weight bracket 9.50 - 10.59, very big GAP!
From a 66' Chevrolet Biscayne (station wagon) 427/425 HP
to a 66' Mustang (Hardtop) 289/271 HP (K-Code).
Wonder what that looked like on the starting line??

On the 66' Hemi Charger for A/S.
The Hemi Charger weighed in at #3895, and fell into the top-end of the A/S weight bracket (8.00 - 8.69), with an 8.65 wt/hp.
The Hemi Belvedere and Hemi Coronet (sedan post-cars) weighed in at
#3640 lbs. A much better weight break for A/S.
Not only were the sedan post-cars #250 lbs. lighter, they were more rigid, because of the post design. The Charger was designed like the hardtop-coupe.
The less weight and more rigid design was probably worth 4/10's quicker ET.
The Hemi Charger was geared more towards Nascar.
PC

Re: 1966
 

R/T,
*In 1966, at the Winternationals, Don Grotheer in a 66' Belvedere
Sedan Hemi defeated Bill Jenkins in the 66' Chevy II for A/S.
*At the Springnationals, Jere Stahl in his 66' Belvedere Sedan Hemi
defeated Bill Jenkins
* At the Super/Stock Magazine Nationals, Bill Jenkins won, defeating
a 66' Chevelle Malibu SS396 B/S car.
* At the Nationals at Indy. Jere Stahl defeated Bill Jenkins for Top Stock
honors.
* At the Wolrd Finals, Jere Stahl defeated Bill Jenkins for Top Stock.

If you check out the ET's, you can see the 66' Belvedere Street Hemi
sedan with 7" slicks and stock camshaft ran 11.90's.
For the most part, if you took a stock 66' Hemi Belvedere 4-speed,
put in 4.56 gears, headers and 7" slicks, you should have been able to get into the 12.80's.
PC

Re: 1966
 

They were allowed an aftermarket higher lift cam in A/S (AA/S in 1967) in 1966. Most Hemi guys used the Racer Brown STX-23 (Chryslers recommened cam) flat tappet cam. Grumpy used an Iskenderian 550 flat tappet cam. Most ran 11.80's on 7 inch tires. I beleive it was Grotheer who used 2nd gear at the starting line to try to kill some of the Hemi's low end torque to get off the starting line better with those 7 inch tires. One of Stahls secret weapons was a NASCAR geared trans until Chrysler wanted it back which had a different low gear (somewhere around 2.20 instead of 2.66). That cause a lot of grief between Chrysler and Stahl as he didnt want to give it back.

Re: 1966
 

X-Tech,
Thanks, I meant to say NHRA-legal camshaft for A/S in 1966.
Don't think you could run 11.90's with the factory.480/.460 bump-stick.
Knew there had to be some trick with Grotheer and Stahl, leaving the line
straight and not going up in smoke, and not sending out a driveshaft
via=air-freight:eek:
PC
X-Tech,
Did anybody in Mopar ever try to get the 1964 Plymouth Sport Fury or Dodge Polara cars legal with the early 64' 426/385HP (Nascar) Max-wedge engine into NHRA..
11.0-1 pistons, Stage III Max-Wedge heads,.520 solid-lift camshaft, Nascar DP aluminum intake and single Holley Model #4160 (860cfm) w/center-feed inlet (part# 2532095)
Would have fallen nicely into the 8.70-9.49 wt/hp break. Would have
been a perfect A/Stocker for 1964/65, and B/Stocker for 66' instead of the over-rated 426/365HP Street-Wedge over-rated at 365HP. T
The 426/385HP would have been one great street/strip engine.

R/T.
Max-Wedge Stage III heads had bigger ports, added bridging for the deck surface,
2.08 intakes/1.88 exhaust valves, crescent-shaped combustion chambers and the sides of the combustion chamber (intake side) cut for improved flow, as well as an additional 0-degree
top dress angle on the valve seats, and the heat cross-over port removed/closed. An easy
40HP+ over stock cylinder heads.

Re: 1966
 

Neil,
1970 NHRA Winternationals, Stock Eliminator Champ,
Rich Charbonneau, 67' Fairlane Wagon 427/410 HP, E/Stock
I think it may have been classed in B/S in 67. Ran 12.05's.

Also, that is when Dick Landy won B/MP with the 69' Dodge Charger
Hemi 'Flyin Wedge'. 10.74 and set record. A little confusion out there.
During the 69' season, the Charger ran in SS/F (heavy car), then into B/MP at the end of 69' and early 70'.
PC

Re: 1966
 

The combo wasnt listed in the guide back in that era. If anyone ever tried to get them listed as stock I never heard about it. Never saw one either except at a NASCAR race.

Re: 1966
 

X-Tech,
Only asking about that combination, because of a recent Richard Petty
biography.
In early 1964, his light-blue Belvedere was running with 385 HP on the hood. Couldn't figure out what is was. Then saw his crew pulling the engine. A Max-wedge engine, with a DP intake and monster 860cfm
center-feed inlet Holley.
A little research, found it as a 426 11.0-1 pistons, Max Wedge Stage III
heads, .520 camshaft solid-lifter, aluminum dual-plane and the Holley.
A neat 385HP.
A 3350lb. car with that HP would fit into the 64' (8.70-9.49 wt/hp) of A/S.
The Belvedere was a tad light, but the Sport Fury #3407 weight would have been a good fit. Car would have made a nice B/S in 68'
Surprised this never made it. Going by the calculations, can't see this
engine combo not doing at least 12.20's back-in-the-day.
PC

Re: 1966
 

NHRA wasnt as stupid back in the day.....lol. They wouldnt have put up with the BS going on today with the tech people they used to have. I miss "FARMER".

Re: 1966
 

Yes, I understand.
I stopped racing in 1976, at the ripe old age of 20.
The crazy thing, my father had an engine rebuilding/performance shop,
and it would have cost me nothing to build an engine.
Lost the bug, when the NHRA started playing games.
Big mistake when they took away the stock class, and made those
stockers compete with super/stockers.
And that Pure Stock class,through the mufflers and 8" cheater slicks.
Who's idea was that.
They went in the wrong direction.
Track car counts 'went south'.
PC

Re: 1966
 

Frankie,
wrong thread to go on about the 'rights and wrongs' of the NHRA and
tracks back in the early 70's.
They killed the 'golden goose'.
They should have seen what was going on for the street cars, and smartly market that group to get them at the track, instead of chasing them away.
Nothing was more stupid, then some kid, in lets say a 66' Mustang
289 4-speed, basically a stock car.
He saves up his money, buys a set of 14" x 7" Cragars and L-60 x 14"
Formula 1 Super Stock tires. He goes to the track, and is told he has to run F/Gas, because his tires (which he can't spin anyway) stick outside the fender-well. Of course he runs, lets say a 16.00, gets blown away
by some properly set-up drag car. Just when do you think that kid would be coming back to the track with his 5 friends, to get embarrased.
Did those L-60 tires warrant that...NO!!!
There were suggestions, and good ones, about putting together
a class called Street-Competition (Street/Comp).
PC

Re: 1966
 

Frankie,
The Street/Comp classes were suggested, I think in 1972.
It was basically pre-set times
A/SC ~ 12.50
B/SC ~ 13.50
C/SC ~ 14.50
D/SC ~ 15.50
It was a hybrid-bracket. You built your car to run the class time,
not dial-in. So everyone knew what to shoot for.
The A, B and C classes had one class for stick, and one class for
automatic, to keep things fair. The D/SC class was open, for both
stick cars and automatic. In all, (7) fair classes.
This division was to be set-up for basic performance street cars,
that applied some modifications. Bolt-on stuff for the day,
Edelbrock intakes, Holley carbs, Accel distributors, Headers, Gears and wide street tires. Any engine modification was allowed. Scatter-shields,
steel bell-housings were required for the A/SC 12.50 class.
The rear tires could stick out from the fenderwell, but I think 9" wide or
L-60 design was the maximum size alllowed. Slicks were allowed of course. Fiberglass hood scoops and spoilers were allowed, and so were Tunnel-rams.
The set-up was simple, run your class, win, get a trophy and class winner decal. If you wanted to run Street/Comp eliminator (handicap) against the other class winners, you could, just by putting up $10. If all the class winners joined, there would be $70 in the pot. The winner would get
$40 and an Eliminator Winner decal, the runner-up $20 and an Eliminator Runner-Up decal. $10 to the track for handling fee.
That class would have pulled in an additional 60 to 70 cars per week,
PC

Re: 1966
 

Frankie,
1972
Typical situation, kid has a 66' Chevy II with a 283 2-barrel and automatic. He wants to go the perfornance route, and race the
car occasionally (twice a month). He purchases a 350 4-bolt main from Chevrolet, Gets a set of used 'fuelie heads', an aluminum DP high-rise intake and 780 Holley (vacuum secondary). Throws on a set of
Appliance or Cyclone (cheapie headers). Gets a set of 4,10 gears, and a set of wide tires (G-60 x 14"). Pops in a Turbo 350.
Goes to the track, and would have to run C/MP or D/Gas. That would have been a one-time racer.
With the Street/Comp class., he could have easily run the
B/SC class (13.50 ET), and be pretty much right on. if needed a little more UMPH, he could easily add on another performance part.
The other way, his 350 LT-1 in a 66' Chevy II would be rendered useless at the track..,,,,,,,,,,,,Smart Marketing
PC

Re: 1966
 

Speaking of Jere Stahl. . .no one in 1966 seemed to realize that his "Plymouth" sign under the front bumper was a spoiler also!

Re: 1966
 

I think the technical term was a "FLAD' front-end lower air dam.
Plymouth just loved it when their name was added.
Wonder if Jere got advertising $'s.
Was that unit ever utilized at sanctioned events, or was it just for
Match Race competition?
PC

On that Street/Comp class. It would have done wonders for the local
speed shops.
And just how many guys remember good running performance cars that would not go to the track, because of being classed out.
I can remember a couple of 70 SS396 Nova's, that were basically stock,
but didn't bother going to the track because of classification. Would have
loved to see what they could really do. Would have been nice in
B/Street-Comp
PC

Re: 1966
 

[QUOTE=Paul Ceasrine;193584]Neil,
1970 NHRA Winternationals, Stock Eliminator Champ,
Rich Charbonneau, 67' Fairlane Wagon 427/410 HP, E/Stock
I think it may have been classed in B/S in 67. Ran 12.05's.

http://i40.photobucket.com/albums/e2...tionalsWin.jpg

Re: 1966
 

Re: 1966
 

Re: 1966
 

Re: 1966
 

Rich,
Just where can you get one of those Ford Fairlane Station Wagons that runs in the 9.00-9.49 wt/hp bracket?

Re: 1966
 

You have to build your own. 427/410 HP medium riser with 1x4. That car was a major complaint back in the day as the DP's and some others are today. Some say they were never "assembly line" built yet they still ended up in the class guide. Sound familiar?

Re: 1966
 

Kind of like Aluminum nose 63' Max-Wedge Station Wagons?
Never saw a brochure, offering that combination;)
Even the 68' Cobra-Jet Mustangs at the 68' Winternationals were
an early factoring present. When '8' showed up, did anyone ever ask,
"Where are the other '42' Mr. Factory Ford Dealer???
'Oh, there in transit'
PC