Quote:
Originally Posted by SSDiv6
Bob, I can read the rule book very well...the problem is the rule book is not consistent with the real world application by the tech department of its contents and the continous rule changes that take place on the fly that do not address the facts. You cannot just make a rule change unless you understand the ramifications and effect of the new rules on the previously established rules.
As regards to cylinder heads, I can take a pair of cylinder heads, do a competition valve job under the old valve rules and get a specifc volume number...if I take the same pair of heads, put new valves consistent to the new valve rule, I will get a different volume number...these are the facts and those that build engines know this takes place. I could take the heads and surface the intake or exhaust side to get the proper volume numbers...but...which volume numbers I use for a basis for Stock class?
Do you see my point? This does not have anything to do with altering cylinder heads with acid or porting...it is just based on the new valve rule. ...and by the way, I am not condoning cheating...these are the facts. Also, the numbers will vary based on the cylinder head design and the valve size.
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I fully understand how the new valve rule changes the cc of a head. But as you pointed out, milling the intake or exhaust face and sinking valves for clearance will make the runners smaller. And, the new valve rules will make the runners bigger. Should one balance the other, maybe. But when your runner cc's aproach 10%-15% over the published SS spec, maybe they are just a little to big.
Yes, I do see your point. But do we really know that NHRA does not have spec's? Spec's that they aquired from virgin heads? They have spec's for wheelbase, for example. They are not published, but they have spec's.