Econo Modified

[Dick Butler]

Are there any years left in any of us to support this class? Most of us are out of racing a couple of years. Do we have a driver, son or daughter to carry on this idea? My daughter would LOVE to jump into one of these cars if we could get it going. Many 50s guys on here who are interested?

[randy wilson]

I would try to drive at first, but I have not driven since 2005. But my son, now 28, is one of the best. He drove the cobalt at Bethany one night, (Steve let him after we were done that night) and did fine. He also drove about every weekend in a car that needed a driver, because all points there went with the car. So he has about fifty passes under his belt, and was consistently in the low 4's on reaction, on a pro tree.

[Todd Bailey]

Dick and Randy,

I think you would be VERY surprised at the amount of people who would do this. I am in the process of building a Stock Eliminator Nova but I also have a '63 Corvette hardtop that already has the narrowed frame rails and Dana. Needs MUCH work but I would do this. I am in my early fifties and grew up watching Modified Eliminator. Was just TOO young to do it back then. As someone stated on this post, the cars would have to debut as a racing series at, I believe, divisionals before NHRA would even begin to look at it. I was mentioning this to my engine builder and the first thing out of his mouth was "use a spec head". Where have we heard this before?????

[randy wilson]

Todd, glad to hear I ain't the only idiot that thinks this would work. I also have Chris Paget of Comp Cams, Al Parker, of Parker engines, (he builds a lot of spec sprints), and the editor of Drag Illustrated, Wyatt Halden interested, and said he would put out a huge article on it if it evolved into a class. Does anyone remember the Midwest Drag Magazine that promoted an econo class dragster\altered with flat tops, and hydraulic cams? It never got off the ground for three reasons. One, they never gave it a real chance, two, any iron head, that I think you could modify, and three, no one even knew it existed. We damn sure don't want to make the same mistakes. Anyone that wants to slam this as eventually an out of control class, needs to understand there would be NO GREY AREA! The reason their econo class never took off was the unlimited selection, and modifications allowed to the head. In that case, yes, comp guys would rule. The head is the key, and the one truly limiting factor.

[Dick Butler]

Randy, please explain the Cam and spring specs. Any rev kit rules?
Any Div 3 interested parties?

[randy wilson]

We never had a cam spec in spec, which was our top class. But we had a .500 lift max in stock, .600 inch max in modified stock, and stock option. It was easy to check with a dial indicator at the valve. The Brodix spec head for Ford, Chevy, and Mopar will only except 1.55 springs, nothing larger. I think a .700 lift max at the valve will save money on valve train in spec. I found no performance difference with a cam basically in that range with a spring at 350# on the seat, and 850# over the nose, then with a spring at 285# on the seat, and 675# over the nose. So, I think it would take a lot of expense out of the valve train. Now then, if you allow unlimited lift, however, it would come into play. We were successful in turning 9,600 rpm with the lighter springs, you just had to stay on top of them. I don't care either way on rev kits. I won't use one, but I say go for it. There is less HP with one installed, so I don't think it's an issue.

[Ed Wright]

Spec heads would be the way to go.