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1966–1968 — The Era that Top “Stock” Died
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One of the most violent years in the history of the United States was 1966. Mass killings and war
news dominated the nightly news week after week. A man broke into the apartment of several
young nurses in Chicago, killing eight. Another man took up a sniper’s post atop the University of
Texas and shot 44 people, killing 15. In the far off war in Southeast Asia, Air Force and Navy
bombers hit oil depots in Haiphong and Hanoi, escalating the air war even further. Adding to the
tremendous international pressure in the Far East, Red China launched its first nuclear-armed
missile.
World events were influencing changes on the music scene. Different sounds and subjects were
sung in hits such as “Ballad of the Green Berets”, “Sounds of Silence”, “Yellow Submarine”, and
“Wild Thing.” Musicians made news in other ways, too. Jan Berry crashed his Corvette into a
parked truck, effectively ending the string of hits for Jan & Dean.
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The string of good fortune in super stock was also ending. Virtually all the manufacturers stayed
away from new car entries into the Super Stock and F/X classes for the 1966 Winternationals.
Changing body styles and ever-tightening competition rules were causing numerous problems for
the auto makers.
Since Chrysler had released an entirely new body design for the Plymouth and Dodge, the
company couldn’t update an existing body to reflect the changes needed for legal A/FX competition.
Chrysler wasn’t willing to begin an entirely new program just for sanctioned A/FX class; especially
not when the publicity and money was all in the new altered wheelbase Funny Cars. What had
started in 1964 with the 2% altered wheelbase cars had escalated way beyond the term stock. By
the end of the 1965 season, most of the Ford competition had also turned to the altered wheelbase
to remain competitive. By that time the Dodge and Plymouth gang were using fuel injection instead
of carburetors. Many were also running healthy doses of nitro instead of pump gasoline.
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There still were a great many entrants in the classes of Super Stock and Super Stock Automatic,
but these were cars originally built and campaigned in 1965. The A-990 Mopars, those that hadn’t
been converted into altered wheelbase cars, were still in competition. However, in Factory
Experimental the rules were rigid. The entrant had to be of the current model year, i.e. a 1966
vehicle. Ford built or converted a few of the remaining legal A/FX ‘65 Mustangs to 1966 vehicles.
Since they were virtually the same vehicle from ‘65 to ‘66, the teams simply exchanged necessary
emblems and serial number plates. At least one actual 1966 Mustang was built by Holman & Moody
for A/FX with 427 SOHC power — the Jerry Harvey Mustang.
In the summer of 1965, Ford unveiled two vehicles on the unsuspecting world of match racing: a
Mustang and a Falcon that had shortened wheelbases and/or stretched front ends, gutted interiors,
and were powered by very big versions of the Ford SOHC motor. Phil Bonner’s Warbucks Falcon
and Dick Brannan’s Bronco Mustang quickly put Ford at the top of the match race circuit, although
the Gary Dyers’ 8.63 blast on almost 100% nitro exhibited just how much power could be generated
with the Grand Spaulding Dodge Hemi. However, Don Nicholson’s consistency with his ‘65 SOHC
Comet, and his ability to change with the times (he altered the wheelbase and had injection by the
end of the ‘65 season), kept him at the top of the Drag News Mr. Stock Eliminator list throughout
1965.
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The beginning of the end for the
meaning of stock. This is funny car row
at the ‘66 Nationals. Two of the three
flip-top Comets are seen: Nicholson's
orange car and Kenz & Leslie’s green
car. NHRA created a special class for
these exotic stockers: Experimental
Stock. The cars looked stock with the
body down, but the body was just a
fiberglass shell over a full tubular
chassis. The driver sat in the rear seat
area. (Author’s Collection)
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In 1966, everything went to the next level. Fuel injection and superchargers replaced the
carburetion setups of 1965, and nitro was the fuel of choice. Altered wheelbases were the norm
rather than the unusual. All of that was put into perspective with the display of Mercury’s latest
offering: the flip-top Comet of Don Nicholson. The casual glance didn’t show too much — a nice
orange Comet hardtop, stock wheelbase, no blower scoop, not even injector stacks through the
hood.
The casual observer would remark, “What’s so special about it?” Then a member of the crew would
lift the front of the body shell and the observer would exclaim, “Why, this thing is more dragster than
car!” Under the lift-up fiberglass replica Comet body shell, was a Logghe Stamping Company
chrome moly tube frame. Front suspension was Autolite coil-over-shock on either end of the
straight axle. No brakes were used on the front axle. The rear, also suspended on Autolite coil-
shocks, was a heavy-duty Mercury unit, with a Detroit locker differential.
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The interior amounted to a simple aluminum floor and wall around the driver’s single bucket seat.
“Dyno Don” sat in what would normally be the rear seat area, and almost in the center of the car.
The engine sat well back of the standard position, and indeed, was actually inside the passenger
compartment! Power was the 427ci version of the Ford single-overhead cam engine with
hemispherical heads. The valvetrain was actuated by a pair of Crane camshafts. Compression was
a little low at 10:1, but that was due to the fact that all the flip-top Comets were built to run on big
doses of nitro, which would be funneled into the huge pistons through a specially-designed Hilborn
fuel-injection system.
The flip-top Comets astonished the unwary automotive world. Weighing in at a ridiculous 1680
pounds, trial runs set track records wherever they were performed. ETs ranged between 8.6 and
8.8. No one was tempting fate by pushing the car to its limits. Three of these beasts were built with
injection and one was supercharged. The supercharged car was handed over to Jack Chrisman.
The injected versions would be handled by Dyno Don, the Schartman-Steffey team, and the Kenz-
Leslie team.
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The unveiling of the Comets was the end of super stock as it was known. None of these cars could
be classified in the loosest of terms as stock. They were exciting to watch but the factories wanted
something to bring the people into the showrooms. Dodge and Plymouth were the only entries in
S/S and S/SA classes, and those were 1965 models. Ford had 1964 Galaxies in AA/S. Dodge and
Plymouth did have new models in A/S with the street hemi cars. Chevrolet had the Chevy II in A/S,
Chevelle SS396 in B/S, and GTOs and 4-4-2s in C/S. Top Stock Eliminator was no longer won by
the top stocker classes.
Chrysler answered with ultra-light Plymouth Barracudas and Dodge Darts. The Chevrolet gang met
the challenge with tube-chassied Corvairs and Corvettes, powered by injected and supercharged
427 Semi-Hemis. Mustangs abounded with stretched front subframes and shortened wheelbases.
Older altered-wheelbase Dodges and Plymouths were further modified through the use of
supercharged engines and completely gutted interiors.
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So it was that the manufacturers released very potent drag race packages in their standard
showroom-available sedans. Ford dropped the old 427 wedge motor, rated at 425 horsepower with
dual quads, into the Fairlane. Finally, the Thunderbolt was going to hit the street. Of course, these
new 427 Fairlanes were all steel, with complete interiors and other optional accessories.
Chrysler took the 426 Hemi-head drag engine, detuned it a bit, and put a pair of inline dual Carter
AFBs on top. It was called the “Street Hemi” and was rated at 425 horsepower. (No matter how
much horsepower an engine was capable of putting out, the factory always “rated” it at 425 hp,
which is one of the reasons why NHRA began factoring many of the horsepower ratings.) The
Street Hemi was available in any of the Dodge and Plymouth B bodies. Pontiac had the GTO and
Oldsmobile still had the 4-4-2, although neither would run in the top Stock classes.
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Chevrolet offered the 396 cubic inch Semi-Hemi in three horsepowers in the Chevelle: 325, 360,
and 375 hp. The 375 hp also came with a solid lifter camshaft and a big Holley four barrel. This was
the same engine that powered the ‘65 Corvette and was rated at 425 hp in the ‘Vette. Somehow it
lost 50 horses when it went under the Chevelle hood. The sleeper of the year was the Chevy II
powered by a 327 cubic inch, 350 hp Corvette engine. These lightweight boulevard beasts weighed
in about 800 lbs. less than the Street Hemis and 427 Fairlanes. It takes a lot of horsepower to make
up an 800-lb. weight differential.
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Previous
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This has been a sample page from
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Super Stock: Drag Racing the Family Sedan
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Super Stock takes a look at what was, in the 1960s, the most
popular class of drag racing - factory Super Stock. It traces the
evolution of the cars, the engines, the rules, the personalities, and
many of the teams, from its beginnings in the mid-1950s through to
the 1960s and the era of the Super Stock 409s, Ramchargers, 421
Pontiacs, 406 and 427 Fords.
This was a time when Ford, Chrysler, and General Motors competed
on a weekly basis, at local drag strips throughout the country, and
the saying “...win on Sunday, sell on Monday...” had real
significance in the marketplace. This is also the period that saw
emergence of the term “musclecar” and the production of a whole
class of American automobiles – which are now the most sought
after by collectors, restorers, and performance enthusiasts.
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Click below to view sample
pages from each chapter.
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Chap. 1 - 1955-60 Racing
Chap. 2 - 1961 Drag Racing
Chap. 3 - 1962 Drag Racing
Chap. 4 - 1963 Drag Racing
Chap. 5 - 1964 Drag Racing
Chap. 6 - 1965 Drag Racing
Chap. 7 - 1966-68 Racing
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Included in this book are first person accounts of what drag racing
was really like in the early 1960s. How the manufacturers controlled
the competition and even the results of the races, and how the
sanctioning bodies attempted to control the manufacturers, who in
turn simply sidestepped the rules. Appendices include all of the
major event winners and the rules defining the classes as well as
information detailing the engines and chassis’ competing in Top
Stock categories. Also includes detailed coverage of the American
musclecar era, coverage of the famous drivers and teams of the
period and vintage photos and accounts of the early days of
American drag racing.
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Hardbound
Item: CT953
Price: $Discontinued
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Click here to buy now!
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"It's the best, best, best, single work I've ever encountered on a
subject so dear to my heart." -- Steve Magnante, Hot Rod Magazine,
May 2002
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This is a great book and something no racing enthusiast should be without.
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Other items you might be interested in
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Total Performers: Ford Drag Racing in the 1960s
The 1960s was arguably the most important decade for drag racing. It
had exciting cars, thrilling races, and most importantly, factory
participation. Factory participation in drag racing pushed the envelope
for high performance developments. Ford’s FE-series engine, Police
Interceptor, GT 390, Single Overhead Cam, Cobra Jet, and Boss 429
are all covered in detail.
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Price:
$Discontinued
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Factory Lightweights: Detroit's Drag Racing Specials of the '60s
Among racers it has never been a secret that a lighter car is a faster
car—particularly in drag racing. When Detroit’s automakers got
involved in organized drag racing, they paid heed to this principle,
issuing a series of rare race-only cars that became legends in their
own time. Factory Lightweights: Detroit’s Drag Racing Specials of the
‘60s chronicles these rare cars that still inspire admirers and imitators
today, like the Ford Fairlane 427 Thunderbolt.
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Price:
$22.95
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Fire, Nitro, Rubber, and Smoke:
Bob McClurg's Drag Racing Memories
Fire, Nitro, Rubber, and Smoke is top drag racing photographer Bob
McClurg's highly anticipated follow-up to his best-selling Diggers,
Funnies, Gassers, and Altereds. McClurg drew upon his substantial
photo archives to deliver hundreds more of the best drag racing photos
ever taken, including many gems that have never been published
before.
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Price:
$29.95
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Slingshot Spectacular: The Front-Engine Dragster Era
Out of drag racing’s early years came one style of drag car that stood
above the rest: the front-engine slingshot dragster. Now you can follow
the history of the front-engine dragster in Slingshot Spectacular: The
Front-Engine Dragster Era, with over 350 vintage photos and personal
stories to help you smell the nitro and feel the horsepower of the good
ole days of front-engine, top-fuel racing.
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Price:
$22.95
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