New to the BBF arena..

who makes the best conventional head for a BBF ? (Nitrous combo)
Thanks.

How are you considering "conventional"?

Kasse P51............unless they consider the TFS A460 "conventional".......which I cant see that it would be.

mt315 wrote:who makes the best conventional head for a BBF ? (Nitrous combo)
Thanks.

lol noone thank goodness makes a chevy head to fit a bb ford




















lol

ok, all kidding aside, do you have any rules to follow?

^^^^^ if they consider the factory valve angles and such it would make a difference also.

mt315 wrote:who makes the best conventional head for a BBF ? (Nitrous combo)
Thanks.

If the intention is to NEVER run the engine WITHOUT nitrous, (which is a true nitrous engine), or to sometimes run nitrous as a boost to an engine which most of the time runs NA are entirely different scenarios.

IF your definition of CONVENTIONAL head is one which will directly replace a stock production head, (mimmiking production valve angles), the the Blue Thunder head with the Chevrolet exhaust flange is the most nitrous friendly.

mt315 wrote:who makes the best conventional head for a BBF ? (Nitrous combo)
Thanks.

as you can see as the guys who posted above me, we need more info on what you are doing so you receve better data

Thanks for the replys , the class is X275. rules say big block combos must use a conventional head.588cubic inch max.

Seems another guy asked a similar question and I think the TFS A460 head way legal??

your gonna have to build a car to run in the 4.70 range to be competitive , im wanting to build my new engine around a class and im thinking about going back to the a-head deal ...good luck with your build , here is a complete list of the rules

Rules
FORMAT:
This is an 1/8 mile heads-up class run on a .400 pro tree with a pro ladder. X275 is a qualified quick 8 field. Courtesy staging and autostart is in effect. There will also be another class called “The Shootout” for qualifiers #9-16, and it will be run on a pro ladder. This allows non-qualifiers to compete for additional points and a place to race. (At larger events 2 – 16 car fields or all-run format may be used)

BODY:
The car must retain its original appearance, profiles, and dimensions. Factory roof and quarter panels must be used. Aftermarket fiberglass replacement panels are limited to hood, front fenders, doors, decklids, and bumpers only. All front ends must be of factory dimensions and cannot be stretched. Aftermarket wings and spoilers are permitted. Complete stock appearing front and rear bumpers are required. A hood must cover the entire induction system. Forward facing hood scoops/ turbo or supercharger inlets are permitted.

INTERIOR:
Factory appearing dashboard, door panels, and driver seat is required. Full Carpet is required on floorboards. Factory floor pan on driver and passenger side required. Bare inside frame of car cannot be exposed. Aftermarket steering column is permitted.

WINDSHIELD/WINDOWS:
OEM glass or lexan windows are permitted.

CHASSIS:
Complete stock chassis and frame rails must be retained. Back-halved cars are not permitted. Front core support may be modified or removed. Aftermarket bolt-on replacement front K-members/sub frames are allowed (if front shocks bolt to K-member then they must be in factory location). Mini tubs are allowed. Rear frame rails may be notched for clearance. Factory wheelbase must be maintained.

ENGINE:
Maximum displacement for all engines is 588ci. Small blocks are allowed any deck height but must retain stock bore spacing. GM Big Blocks are limited to a 10.2 deck height. Ford Big Blocks are limited to a 10.3 deck height. Mopar Big Blocks are limited to a 10.7 deck height.

TURBOCHARGERS
Single turbocharger limited to 88 mm maximum. (GT55-88, Pro-Mod 88, ET-R88, Comp, Bullseye or = mid/large frame turbo). Turbocharger size will be verified by measuring the housing bore at the leading edge of the impeller wheel and must maintain the contour of the compressor housing. Inducer dimensions will not exceed 3.462 inches and Exducer dimensions will not exceed 4.765 inches on MID FRAME turbos. Inducer dimensions will not exceed 3.462 inches and Exducer dimensions will not exceed 5.56 inches on LARGE FRAME turbos. The maximum diameter of the housing bore at the leading edge of the wheel may not exceed 2 mm more than the maximum allowable turbocharger size permitted and may not have any additional holes that allow air to enter the turbocharger. Inserts or reducers to achieve inlet or outlet dimensions prohibited. Any type of air to air or water to air intercooler permitted. Turbochargers w/nitrous oxide are prohibited except on 2-rotor, 4 cylinder, and inline 6 cylinder engines.

SUPERCHARGERS:
Cog or gear driven superchargers are permitted, must meet all factory inlet, outlet, and internal housing dimensions. Inserts or reducers to achieve inlet or outlet dimensions prohibited. Any type intercooler is permitted. Cannot combine with nitrous oxide. Roots superchargers are limited to a 10-71. Centrifugal superchargers are permitted. Screw superchargers are not permitted.

NITROUS OXIDE:
Small block is permitted to run any type multi-stage nitrous systems. Big blocks are limited to a single stage nitrous system – A single stage fogger (2 nitrous solenoids and 2 fuel solenoids) are permitted or if using a single plate then your limited to (1 fuel solenoid, 1 nitrous solenoid), and 1 purge solenoid, purge must exit engine compartment.

TRANSMISSION:
Any factory style automatic transmission allowed. Bruno-Lenco transmissions are prohibited. Clutchless manual transmission and clutch assisted manual transmissions are permitted on naturally aspirated combinations only. Electric shifters or air shifters are permitted.

INDUCTION:
Small Block combinations may run any type induction. Big Block combinations are limited to a dedicated single carburetor with cast intake.

OILING SYSTEM:
Dry sumps are permitted on all cars.

EXHAUST:
Mufflers or inserts are required on all cars except for turbo cars. Exhaust may exit underneath car or out the front fenders but must not affect timing or staging beams.

FUEL:
Gasoline only is permitted. Alcohol or E-85 or other derivatives is prohibited.

STREET EQUIPMENT:
Functional headlights, taillights and brake lights required. All headlights, brake lights, marker lights, etc must be on car and not removed for any reason. All vehicles may be towed back from their passes.

SUSPENSION:
Stock style suspension cars only (See weights below for penalty for aftermarket suspension). Four links are prohibited on all cars. Aftermarket direct replacement components such as: front control arms, rear control arms, front coil over shocks, and rear coil over shocks are permitted. Aftermarket rack and pinion steering allowed. Rear leaf springs, springs, shocks, and coil-overs may be moved to accommodate tire clearance, and do not need to be mounted in stock location. Bolt-on or welded sub-frame connectors, rear sway bars, are permitted on all cars. Wheelie bars are prohibited on all cars. Torque arms are only permitted on cars that were originally equipped from factory with it. Upper and Lower control arms must be mounted in the factory chassis locations -S Box permitted

TIRES:
All cars with power adder must compete on a Drag Radial type tire with the following sidewall designation 275/60/15. Naturally aspirated cars are permitted to run a 28.0” x 10.5” slick, no “W” tires permitted.

Minimum base Weights:

All minimum weights include the driver.

Naturally Aspirated (small block) 2600 lbs
Naturally Aspirated (big block with standard deck height and conventional head) 2900 lbs
Naturally Aspirated (big block with tall deck height and conventional head) 2950 lbs
Naturally Aspirated (big block with standard height and big chief head) 3050 lbs

Nitrous (small block) 2950 lbs
Nitrous (big block with standard deck height and conventional head) 3250 lbs
Nitrous (big block with tall deck height and conventional head) 3400 lbs

Single YSI / F1A/6-71 Supercharger (small block) 3100 lbs
Single F1C/8-71 Supercharger (small block) 3200 lbs
Single F1R / Xi/10-71 Supercharger (small block) 3300 lbs

Single 76mm T6 Turbocharger (small block) 3000 lbs.
Single 80mm T6 Turbocharger (small block) 3100 lbs.
Single 85mm T6 Turbocharger (small block) 3150 lbs.
Single 88mm T6 Turbocharger (Y2K or GT47-88 ) (small block) 3200 lbs
Single 88mm T6 Turbocharger (GT55-88, Pro Mod 88 or =) (small block) 3300 lb

Single 88mm T6 Turbocharger (Large Frame 88) 3350 lbs

*Small Blocks with single stage nitrous system: deduct 50 lbs
* Small Blocks (NOS only) with 23 degree Chevy heads, 20 degree Ford heads, and 18 degree Mopar heads: deduct 100 lbs.
* Small Block (NOS only) non-inline valve head with more than 2 nitrous kits: add 100 lbs
* Non-Intercooled boosted cars: deduct 50 lbs.
* Aftermarket rear suspension (Ladder bar): add 50 lbs.
* Buick/Olds/Pontiac Nitrous combos will be 3250 and not exceed 588 cu inches

* V-6 Turbocharged/Supercharged/Nitrous combos will deduct 200 lbs from base weight

* Large Frame Turbo with billet wheel: add 50 lbs

If one combination appears to have an advantage rules may be changed at the race director’s discretion in order to keep a level playing field for all competitors.

i contacted John Sears the man behind x275 and i want the details about the heads ...when he responds i will let you guys know

also if the bbf is limited to a 10.3 deck , is that considered the short deck or the tall deck ? as far as the weight penalty ..... i will also ask him that question



to run a 4.70- - 4.80 with a 275 dr @ 3250 your gonna have to make some serious beans

bruno wrote:your gonna have to build a car to run in the 4.70 range to be competitive , im wanting to build my new engine around a class and im thinking about going back to the a-head deal ...good luck with your build , here is a complete list of the rules

does this mean you wont be running those C's stashed under your bed, and that I can put you back on the hit list?....

bruno wrote:i contacted John Sears the man behind x275 and i want the details about the heads ...when he responds i will let you guys know

also if the bbf is limited to a 10.3 deck , is that considered the short deck or the tall deck ? as far as the weight penalty ..... i will also ask him that question



to run a 4.70- - 4.80 with a 275 dr @ 3250 your gonna have to make some serious beans

A 10.3 deck is OEM production so there should be no penalty for that ... but, you never know as Chevrolet based rules written by Chevy people have little "rhyme or reason" for ANY other brand.

Personally, I don't think using nitrous is worth the extra 350 pounds you'll be required to carry.

A smaller big block engine running high RPM like a small block with a lot of gear could rule this class if someone isn't worried about maintenance ... ala conventional headed Pro Stock with one carb.

138 wrote:https://www.429-460.com/t8777-opinions-on-bbf-build-x275-car?highlight=x275

I think that short stroke 532 would be on the right track, spin the engine to 9,000+ RPM and gear the car for using a clutchless 4 speed trans and leave the nitrous out of it. As I said before ... like a conventional headed Pro Stock with one carb.
However, NOW you would need to know how to really drive.

You'd need the NOS with running an automatic trans.

rmcomprandy wrote:

138 wrote:https://www.429-460.com/t8777-opinions-on-bbf-build-x275-car?highlight=x275

I think that short stroke 532 would be on the right track, spin the engine to 9,000+ RPM and gear the car for using a clutchless 4 speed trans and leave the nitrous out of it. As I said before ... like a conventional headed Pro Stock with one carb.
However, NOW you would need to know how to really drive.

You'd need the NOS with running an automatic trans.

if you were going to go the n/a route why wouldnt you do the 588 max ?

short stroke...............only so much bore to get.


You gotta have deep pockets if you want to chase the heads up dream and be competitive........

bruno wrote:

rmcomprandy wrote:

138 wrote:https://www.429-460.com/t8777-opinions-on-bbf-build-x275-car?highlight=x275

I think that short stroke 532 would be on the right track, spin the engine to 9,000+ RPM and gear the car for using a clutchless 4 speed trans and leave the nitrous out of it. As I said before ... like a conventional headed Pro Stock with one carb.
However, NOW you would need to know how to really drive.

You'd need the NOS with running an automatic trans.

if you were going to go the n/a route why wouldnt you do the 588 max ?

Inlet sizing is the limiting factor to higher RPM and RPM limitation is the ceiling for horsepower. A conventional head, single carb 588 simply can't make as much ultimate power as a smaller engine with the SAME upper stuff. Being able to gear it more will get the needed torque to the rear wheels ... the drawback is the the BAND of RPM where the power is made becomes narrower which needs more gears if NA. (Pro Stockers run the QUARTER mile with FIVE speeds for a reason).
Nitrous is a TORQUE maker and would widen the RPM band if a 3 speed automatic trans was used.

This also requires the need for a better than average driver. Otherwise, go with the big engine.

From past runs ... Oakley goes about 6.60 in the quarter mile. Now imagine a Pro Stocker going the same ET but, it uses a 5 speed trans ... hence the NEED for a better than average driver.

It comes down to ... How much do you factor in WINNING verses just going to play in that sandbox.

Oh yea, I forgot ... if it is a "DIAL YOUR OWN" bracket race and NOT a "heads-up" race off a predetermined index where being number 1 is important, then you simply have to be fast enough to make the field to become the winner.

richter69 wrote:You gotta have deep pockets if you want to chase the heads up dream and be competitive........

Ain't that the Truth !!!