Hello Group,
I feel the need to sign on in this discussion. This idea that Dave has
put forth sounds good on the surface, but remember, history shows us
that the auto manufacturers don't stick with any stable engine sizes.
I think we need to define HOBBY. What starts as a hobby often becomes an
obsession. When its a hobby, we are not that concerned about winning or
records, its just plain FUN. An obsession on the other hand has to do
with winning and records and money. The classes we now have offer FUN
for those not in the obsession realm, but if you want to win or to set
records, rising above a junkyard motor (which I still run) may be
required.
As for the SCTA, there have been changes in engine classes over the
years. In 1949, according to the Bonneville Program, the engine size in
cubic inches were; Class were "A"=0-183, "B"=183-250, "C"=250-350, and
"D"=350 and over. When I first joined in 1956 we ran "C" class with our
300 cubic inch motor. I have not be able to find the complete info on
these classes, (I know that I do have it but my office is in disarray
from a construction project), it appears that the breaks were the same
but the A class was the larger and D the smaller. In 1962 we got the
engine breaks that we now employ. It was in an attempt to align with the
FIA Class breaks. Of course, classes have been added since, but the
basic engine breaks have stood the test of time.
I know first hand the frustration of edging toward the upper end of the
class break. I join Keith in the statement that I would never run an
illegal motor. There is no pride in gaining speed by cheating. When I
entered the 200 MPH Club in 1990, Bruce Johnston was the one in charge
of engine verification. He grumbled about the engine because, do to wear
and honing, it was just bearly over 305 Cubic inches by the measurement
of one cylinder. He didn't seem to understand that you aren't out of
class unless you move into the next one. It has since been made clear
that the inch between classes belongs to the smaller class. At any rate
it caused me to seek out another block and install my assemble in it to
keep from the appearance of being illegal.
There is also the option of offset grinding the rod journals to gain
some room to wear. A .020 de-stroke (2.98) lets the bore move to 4.040
and still be under 306 cubic inches (305.6). These classes have been the
same for 38 years and served us well, I vote to leave the class breaks
alone. Longevity and stability adds credibility to our records.
Tom, Redding CA - #216 D/GCC
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