Approval of Super Stock Class Aftermarket Cylinder Heads

[Stan Weiss]

Originally Posted by SBillinson

The way I see it, for super stock only, if the follow criteria are met, what difference does it make to approve a raw casting?

Correct valve angle
Correct valve placement
Correct port heights
Correct chamber design
Correct CCs

What am I missing?

For those who may think the existing NHRA aluminum heads somehow better represent the factory heads they're replacing, send them to me and give me two days with a tig torch.

Can you explain what you mean by this?


Thanks,
Stan

[SBillinson]

Originally Posted by Stan Weiss

Can you explain what you mean by this?


Thanks,
Stan

No raised ports.

I would consider correct port height to be the highest point you could reach in an OEM casting without grinding through the roof. The height would be relative to the deck.

[SBillinson]

Originally Posted by Don Kennedy

What am I missing? The NHRA-APPROVED casting number by NHRA

That's it? You trying to protect that Pontiac head?

[Don Kennedy]

Originally Posted by SBillinson

That's it? You trying to protect that Pontiac head?

Correct
the correct part number and casting number for the NHRA-approved Pontiac head part number is 60587, and the casting number is 6058. The casting number is inside the valve cover near the middle head bolt 6058

[PONTIAC'S REVENGE]

Guys,
There's a supply issue with everything now my biz and everyone is suffering those pains. We have been getting valves, just takes longer but can't get hollow stems. Took me almost a year to get titanium for my modified engine.
Opening up the rules to brand x castings isn't the answer. That just gives unfair advantages without proper vetting. I say go thru approval process like always is fair and necessary.
Part numbers need to be maintained and enforced!
There's way more going on with the aluminum heads being used that some people dont understand. We engineer engines and cast cylinder heads and intakes and trust me there's certain rabbit hole you don't wanna START!!
Blessings!!

[SpeierRacing]

Let's use the Chevy aftermarket heads as an example since they are popular.

How much power do some of you guys think the aftermarket heads are making vs the OEM? And with the weight add, is it still worth ET?

[SBillinson]

Originally Posted by Don Kennedy

Correct
the correct part number and casting number for the NHRA-approved Pontiac head part number is 60587, and the casting number is 6058. The casting number is inside the valve cover near the middle head bolt 6058

I was just teasing you.

I've always liked your car and followed GT/EA (GT/AA) pretty closely for years.

The good news is that from what I can tell they're looking to get the head approved presumably with an NHRA casting number.

My point was, if the valves, ports and chambers are correct after porting, what possible reason could there be to not approve it?

Admittedly, a thicker casting could be used to create a much better port shape. But, that could also be achieved with grinding and filler rod in an approved head.

I have no investment in this argument. I genuinely couldn't care less. It just seems to me that a porter's casting could alleviate a lot of headaches and actually cost less to port in the long run.

I also see the other side of the argument, in that it could lead to an argument for billet heads down the road, which would go beyond what many consider a class that has already gone way too far.

[SpeierRacing]

To clear up what we had in mind, the NHRA logo, it’s own part number, TRUE oem valve spacing, and available to whoever through multiple sources.

But it’s all good!

[Don Kennedy]

Originally Posted by SBillinson

I was just teasing you.

I've always liked your car and followed GT/EA (GT/AA) pretty closely for years.

The good news is that from what I can tell they're looking to get the head approved presumably with an NHRA casting number.

My point was, if the valves, ports and chambers are correct after porting, what possible reason could there be to not approve it?

Admittedly, a thicker casting could be used to create a much better port shape. But, that could also be achieved with grinding and filler rod in an approved head.

I have no investment in this argument. I genuinely couldn't care less. It just seems to me that a porter's casting could alleviate a lot of headaches and actually cost less to port in the long run.

I also see the other side of the argument, in that it could lead to an argument for billet heads down the road, which would go beyond what many consider a class that has already gone way too far.

If NHRA allows this then Cubic Money will prevail like most $30,000 for a set of heads would be the norm,

[Mike Pearson]

personally I have no issue with the aftermarket heads as long as the HP factor is appropriate for the increase in performance if there is one. My Combo there is a 10 hp penalty for running the aftermarket heads. I still run the factory iron heads on my car. I would like to have a nice set of brand new aluminum heads but I am not going to spend 10 grand on a new set of heads at this point in my life. There are guys out there where money is no object.

When NHRA approved the Edelbrock heads they should have gotten some sort of agreement with Edelbrock that theywould produce a certain number of each head that was approved every year. Now we have a list of approved heads and some of them cant be purchased. NHRA should be looking to add to their list of approved heads seeing how Edelbrock has indicated they wont be making the heads that were approved for us.