[Sean Cour]

In the past, the decision to allow replacement aftermarket parts such as the "Jones Porter Cylinder Head" for traditional Super Stock class cars, NHRA has taken the position to address three major points -- 1) the need, 2) the impact on preserving integrity and definition of the class, and 3) the resulting rise in cost. In regard to the "Jones Porter Cylinder Head," it appears those criteria no longer govern NHRA's position on such matters.

So let's examine those three criteria.

1-2) Need and ensuring integrity and definition: With a large selection of mass-produced after-market cylinder heads available, there is no need for this type of head for a class with restrictions such as valve guide angle, valve spacing, etc., or in following integrity and definition. Aside from the 1993-98 fuel-injection LT1, there never was a production 265-400 cubic inch small block Chevrolet cylinder head offered with angled spark plugs.

3) Cost (a key element in allowing the legalization of the "Jones Porter Cylinder Head"). The large number of after-market cylinder heads currently available and accepted by NHRA assures some key elements are maintained, such being produced to original OEM specifications -- valve guide angles are the proper 23-degree spacing, the chamber spacing maintains OEM specs, etc. These elements are a must as these heads are designed first to be sold to the much larger market than NHRA Super Stock racers an engine-builders in as much as Super Stock head sales are a very small fraction of the market and manufacturers must be sure that these heads will be able to used in a variety of applications so as to maximize their return on investment. This in turn also ensures that no matter what major manufacturer an engine-builder or head-porter chooses, they will do their own modifications. In short, everyone is pretty much working with a "spec" cylinder head.



The "Jones Porter Cylinder Head," would be great for a class that would allow any type of modifications such as changing the valve guide angles, moving valve position, chamber location, water jacket modifications, more extensive porting , custom ports, etc. However, allowing this type of head to be used in tradition Super Stock classes only guarantees costs will climb and class integrity will be compromised. Any creative cylinder head porter will use the "Jones Porter Cylinder Head" to morph current rules, making tech difficult at a time NHRA appears to be relaxing technical inspection. This would open a new area of confusion and more problems, and how to handle the next wave of porter heads. Allow one, how does NHRA say no to the next applicant? Recall the 1968 Mopar Hemi head, where the rules were allowed to morph to the point where a similar problem surfaced with the 1968 Hemi cars and before NHRA knew it, the Hemis ended up getting their own class, which has since lost some of its cache. NHRA might be better served to revisit some of the mistake of the past before making decisions that might guarantee more in the future.

In short, allowing the "Jones Porter Cylinder Head" and others like it to be made legal in traditional Super Stock class racing a will only guarantee costs to go up and controversy and problems to follow.