Tom's right on the classes at that time, even then a blower or dual
overhead cams moved you up one class.
Just happen to have some early lakes stuff i'm sorting and putting in the
proper order and scrap books.
Glen
----- Original Message -----
From: "Thomas E. Bryant" <saltracer@awwwsome.com>
To: "Land Speed" <land-speed@autox.team.net>
Sent: Wednesday, January 10, 2001 10:47 AM
Subject: Engine Classes
> 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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