1968 WINTERNATIONALS SuperStock Class Winners Cars
* SS/B – Ed Miller, 65 Plymouth A990 426cui/425hp (11.08) def Jonathon Livingston, 65 Plymouth A990 426cui/425hp
* SS/C – Bill Jenkins, Camaro 396cui/425hp def Ed Terry, 67 Fairlane LW, 427cui/425hp
* SS/D – Ronnie Sox, 67 Plymouth ‘GTX’ 426cui/425hp def
CORRECTION – Herb McCandless drove the Sox & Martin SS/F 68 Plymouth GTX (Not Ronnie) def Corky Booze, 68 Javelin 390cui/330hp
Early Hot Rod magazines spent little time verifying results.
The Landy team brought 3 cars to Pomona, the drivers being Dick, Mike Landy and But h Leal.
The following are the actual drivers and results.
SS/DA – Dave Wren, 64 Plymouth A864 426cui/425hp def Mike Landy, 67 Coronet, 426cui/425hp Hemi
* SS/EA – Dick Landy (Landy), 68 Dart 440cui/375hp (12.01 @ 118.73) def Gas Ronda, 68 CJ Mustang 428cui/335hp (12.02 @ 116.27)
* SS/FA,,,, Butch Leal (Landy) 68 Coronet 440cui/375hp def Tony Kneiper, Firebird RA2 400cui/340hp
John Elliot’s C/Stocker class winning Mercury Comet
Herb McCandless in the SS/F class winning 68 Sox and Martin GTX.
Tony Kneiper’s ‘Blackbird’ Firebird – r/up at Winter Nationals in SS/F. Tony and his brother Frank would be lost in a fatal MVA heading to a meet later in the year.
Ford launched an assault on the Winternationals with their new 428 Cobra Jet (CJ) Mustang. It paid dividends, winning Top Stock and SS/E class. The cars continued to be strong class runners through the year, but failed to secure anymore Elimination trophies after the Winter Nats.
SPRING NATIONALS WINNERS
Joe Arvay
Wiley Cossey – The 68 Spring Nationals proved to be the vindication of the 67 Plymouth O23 program. The cars, with drivers Joe Arvay and Wiley Cossey, won both trophy classes, stick and automatic, against tough opposition – Grumpy Jenkins and Ford stalwart Bill Allie.
Arlen Vanke – Won Top Stock at the Big Go. Wally Booth’s consistent Camaro didn’t have enough to hold off the 550HP Mopar.- Pic courtesy Colesey.
A preview of the World Finals at York raceway.
FACTORING – 1968 NHRA SuperStock Class ‘Variations’
The issue NHRA faced was the HP gap btwn the ‘showroom’ motors factory rating…..and the factory race prepped motors. This gap was big, and getting bigger….Consistency was the loser..where 68 SS/E cars were running as fast as the previous years SS/Bs.
It also led to some bizarre re-factoring, making a mockery of a supposed level playing field.
Mopar 340/275 HP – The 340 was ‘re-factored’ to 310 Horsepower – Reality is that 109mph in 3264lb Dart figures much closer to 330hp
Mopar B-Body 426/425 HP ‘Street Hemi’ – The 426cui O23 A802 ‘Street Hemi’ was ‘re-factored’ to 480 Horsepower – The issue here was there were 2 ‘Street Hemis’….the ‘Vanke’ A802 Street ‘race’ motor and the factory Hemi GTX/RT motor. The 67 & 68 street iron head Hemi were 3MPH SLOWER than the 67 O23 A802 ‘Vanked’ motors, but this was ignored by the NHRA. Class differentiation was caused by weight only.
Mopar A-Body 68 426/425HP Race Hemi – Factoring on these cars was even more ridiculous. Chrysler had gone back to using iron heads on it’s race engines, but the real winning move was to lightened A-Bodies, the Barracuda and Dart. So racers were supplied with cars as light as Camaros, with 550hp engines.
Chevrolet Camaro Z-28 302/290 HP – The 290HP 302 was ‘re-factored’ to 310 Horsepower – Stricklers car ran 116 MPH…at 3068lbs – this works to 364 Hp! The Z28s were re-factored once more in 71! – but were still woefully under-rated by the NHRA.
Chevrolet Camaro 396/375HP L78 and L89 396/425HP – The L78 was re-factored to 425HP, the L89 to 435HP. – Jenkins only ran the 67 L78 car in 68 – the 68 Camaro factored equally in SS/C class…but clearly Jenkins saw no value in changing.
68 Chevrolet Camaro 396/350HP L34 – The L34 was added alongside the 325hp L35. NHRA re-factored both engines to 360HP
Ford 428/335 HP Cobra-Jet – The 428 was ‘re-factored’ to 360 Horsepower – The real silliness was the 68 Ram Air CJ was rated the same as the normal CJ. The CJ428 Mustangs appeared to be under-factored at 360HP, given their class dominance.
Pontiac Firebird HP ‘Ram Air’ –
– The RA1 400cui was listed at 325HP, ‘re-factored’ to 360HP to match the RA1 GTO.
– The 68 Firebird 400cui RA2 was rated by Pontiac at 340HP, NHRA re-factored it to 385HP. The 68 GTO 400cui rated at 366HP, Re-factored to 385HP.
But the real issue was NHRA insisted on using factory showroom ratings as a base point for all – Factory ‘special’ production motors such as the Holman-Moody CJ428 , the O23 cold air street hemi and the 68 Race Hemi were simply in another universe as far as HP output compared to their production cousins.
The point here is simple – quoted factory HP had zero relevance to the SuperStock cars.
SS/A 0-5.99
No entries
SS/B. 6.0-6.99
- 68 426/425hp 8V Race Hemi LW (F/glass, cold air) Plym Cuda, (500hp) – 6.04 – 3020
- 68 426/425hp 8V Race Hemi LW (F/glass, cold air) Dodge Dart, (500hp) -6.04 -3020
- 65 426/425hp 8V Race Hemi LW (Milled steel, cold air) Hemi Dodge/Plymouth, (500hp) – 6.82 – 3410
SS/C 7.00-7.79
- 67 427/425hp 8V, med riser (glass) Fairlane 500 2dr sed (470HP) – 7.02 – 3300
- 67 427/425hp 8V, med riser steel Fairlane Club 2dr sed (460HP) – 7.17- 3300
- 67 427/425hp 8V, med riser (glass) Fairlane 500 2dr H/top (470HP) – 7.19 – 3380
- 67 427/425hp 8V med riser Mercury Comet 202 (460HP) – 7.19 – 3308
- 68 396/425hp 4V L89 Camaro FHC stick (435HP) – 7.28 – 3162
- 68 426/425hp 8V in-line Str Hemi Plymouth Roadrunner Coupe (480HP) – 7.43- 3569
- 67 427/425hp 8V, med riser steel Fairlane 500 2dr H/top (460HP) – 7.43- 3420
- 67 396/375hp 4V L78 Camaro Coupe stick (425HP) – 7.44 – 3161
- 68 426/425hp 8V in-line Str Hemi Dodge Superbee (480HP) 7.47 – 3585
- 68 426/425hp 8V in-line Str Hemi Plymouth Roadrunner H/top (480HP) – 7.49- 3595
- 68 426/425hp 8V in-line Str Hemi Dodge Coronet Deluxe H/Top (480HP) 7.55 – 3625
- 66/67 426/425hp 8V in line Street Hemi Plym Belv I 2dr sed(480hp)- 7.58 – 3638
- 67 426/425hp 8V in-line St Hemi Plym Belv Htop RO23 (Cold air) (480hp) – 7.65 – 3672
- 68 426/425hp 8V Str Hemi Plymouth GTX (480HP) – 7.65 – 3671
- 67 426/425hp 8V in-line St Hemi Coronet H/top WO23 (Cold air) (480hp) – 7.68 – 3676
SS/D 7.7-8.69
- 63 426/415hp 8V Alloy Maxwedge Plym Savoy 2dr sed (Cold air)- 7.73 – 3207
- 68 426/425hp 8V in-line Street Hemi Dodge Coronet R/T (480HP) -7.75 – 3720
- 67 426/425hp 8V inline St Hemi Plym GTX H/top (flat hood) (480HP)-7.75 – 3722
- 67 427/ 410hp 4V med riser, glass Fairlane 500 2dr sed (420HP) 7.80 – 3280
- 67 426/425hp 8V inline St Hemi Dodge Coronet R/T,Flat hood, (480HP)- 7.83 – 3758
- 67 396/375hp 4V Chevelle SS L78 stick (425HP) – 7.85 – 3337
- 65 396/375hp 4V Z16 Malibu H/top (425HP) – 7.88 – 3350
- 68 396/425hp 4V L89 Camaro vert stick, (435HP) – 7.93 – 3451
- 66 396/375hp 4V Chevelle L78 stick (425HP) -7.93 – 3372
- 67 427/410hp 4V med riser steel Fairlane Club 2 dr sed – 8.0 – 3280
- 67 427/ 410hp 4V med riser glass Fairlane 500 2dr H/top (420HP) – 8.0 – 3360
- 67 327/350hp 4V L79 Chevy II – 8.0- 2800
- 68 396/425hp 4V L89 Chevelle SS (435HP) – 8.03 – 3495
- 67 427/410hp 4V Mercury Comet 202 – 8.04 – 3300
- 67 396/375hp 4V L78 Camaro vert stick, (425HP) – 8.05 – 3422
- 67 427/425hp 8V med riser steel Fairlane 500 2dr Vert (460HP) – 8.06- 3708
- 68 327/350hp 4V L79 Chevy Nova – 8.06 – 2820
- 66/67 327/350hp 4V L79 Chevy II 100 2dr sed – 8.07 – 2824
- 66/67 327/350hp 4V L79 Chevy II H/top – 8.22 – 2878
- 68 396/375hp 4V L78 Camaro vert stick, (425HP) – 8.29 – 3523
- 67 427/410hp 4V med riser steel Fairlane 500 2dr H/Top – 8.29 – 3400
- 67 396/375hp 4V Chevelle SS L78 Vert (425HP) – 8.34 – 3545
- 68 396/375hp 4V Chevelle SS L78 (425HP) – 8.39 – 3567
- 66 427/425hp 4V Chev Biscayne (435HP) – 8.56 – 3723
- 68 400/340hp 4V Pontiac Firebird RA2 (Ram air) (385HP) – 8.57 – 3300
SS/E 8.7-9.49
- 68 440/375hp 4V Dodge Dart GTS -8.70 – 3262
- 67 396/325hp 4V L35 FHC Camaro stick (360HP) – 8.78 – 3161
- 68 426/425hp 8V in-line Street Hemi Dodge Charger R/T (480HP) -8.83 – 3754
- 68 428/335hp 4V R code Ford Mustang LW, (Ram air), (360HP) -8.85 – 3186
- 68 428/335hp 4V Qcode Ford Mustang, (360HP) – 9.07 – 3265
- 68 455/390hp 4V Oldsmobile 442 W30 (Ram air) – 9.10 – 3557
- 68 400/366hp 4V Pontiac GTO RA2 (Ram air) (385HP) – 9.10 – 3504
- 67 400/330hp 4V Pontiac Firebird RA1 (Ram air) (360HP) – 9.17- 3300
- 67 302/290hp 4V Z28 FHC Camaro (310hp)- 9.23 – 2955
- 68 427/390hp 8V Mercury Cougar GT-E -9.27 – 3616
- 68 327/325hp 4V L79 Chevy II – 9.44 – 3069
SS/F 9.5 & more
- 68 440/375hp 4V Plymouth GTX – 9.50 – 3563
- 67 396/325hp 4V L35 Camaro Vert stick – (360HP) -9.50 – 3422
- 67 400/360hp 4V Oldsmobile 442 W30 (Ram air)- 9.59 – 3452
- 66 400/360hp 3x2V Oldsmobile 442 W30 (Ram air)- 9.59 – 3452
- 68 440/375hp 4V Dodge Coronet R/T – 9.60 – 3600
- 67 440/375hp 4V Plymouth GTX – 9.61 – 3604
- 68 428/335hp 4V Fairlane 2dr H/Top (360HP) -9.69 – 3489
- 68 428/335hp 4V Fairlane Fastback (360HP) -9.72 – 3500
- 68 400/360hp Oldsmobile 442 W30 (Ram air) – 9.72 – 3499
- 68 396/325hp 4V L34 Camaro Vert stick – (360HP) – 9.79 – 3523
- 68 396/325hp 4V L35 Camaro Vert stick – (360HP) – 9.79 – 3523
- 68 428/335hp 4V Torino GT Fastback (360HP) -9.85 – 3548
- 68 302/275hp 4V Z28 Camaro (310HP) – 9.9 – 3068
- 68 428/335hp 4V Mercury Cougar GT-E (Ram air) (360HP) – 10.0- 3600
- 68 350/325hp 4V Oldsmobile 442 W31 (Ram air) – 10.02 – 3257
- 67 350/295hp 4V Camaro FHC stick – 10.13 – 2991
- 68 390/320hp 4V Mercury Cougar – 10.26- 3283
- 68 383/335hp 4V Plymouth Roadrunner -10.30 – 3450
- 68 350/295hp 4V Camaro FHC stick – 10.44 -3080
- 68 340/275hp 4V Dodge Dart (310HP) – 10.52 – 3264
CAR AND DRIVER NOTES
DISQUALIFICATIONS
INDY DISQUALS – Entry for M/SA is incorrect – see R/Stock.
Good friends, Lou Curviello ran John Armchbault for M/SA. Armchbault won, but at teardown his cylinder heads were illegal, so the win passed to Curviello.
BOB GLIDDEN – The 68 Nats saw the appearance of a name that would resonate down the annals of time in Drag Racing. Disqualified after his first National ‘win’….the sport had not seen the last of him.
Indy Nationals, September 1968. This is the race that Ronnie Sox was told to throw by Chrysler Drag Racing (Dick Maxwell). Ronnie Sox left on the first light (fouled on purpose) and ran a 10.39 (on the 10.83 record). Wiley Cossey coasted to a SS/B Class Championship. Maxwell then decided to refuse to submit the car for teardown so the record would not stand – resulting in Sox being DQ’d. An ugly ending to an ugly corporate decision by Maxwell.
CARS
MERCURY – John Elliott, Barrie Poole – The Mercury division flag was held up once again by the ‘Border Bandits’, the Canadian race team of father/son Sandy and John Elliot and hardened pro racer Barrie Poole.
John won A/SA class trophies at the Winter and Indy Nationals, was r/up at the SpringNats and made the semi finals of the World Finals.
Barrie was runner up in C/Stock at the Winters in a 66 Fairlane.
CHRYSLER- The BO29 Race Hemi Barracuda dominated the SS/B class. Combining radical weight loss attributes with a motor producing near 550hp…these 3100lb cars dragged SS ETs into the mid 10’s. The ‘sister’ LO23 Darts did not do as well in 68.
As with other ‘top of the heap’ Super Stockers of 68, there was little relevant in the SS Darts and Barracudas to road going cars. In fact, these cars were not even assembled by Chrysler but by HURST Performance Research – and featured significant weight loss and structural modifications.
Appx 75 stick and 75 auto cars were built once production ceased. They were, however, issued with a VIN tag…making them just as ‘legal’ for as a ‘Stock’ car…just as a Holwood Moody- assembled CJ Mustang factory racer had a VIN…not that street driving was likely to happen with either.
Gary ‘Chuck’ Ostrich beat out Jack Werst for SS/BA at the Nats. – Pic courtesy Dale Cole.
Development started after the Winternationals,and one almost stole Top Stock at the Springnats…6 months and a legend was born.
Modifications included:
– The steel bodies were stock but had seam sealer, sound deadening and insulation removed. The cars were finished in a grey primer with front panels made of fibreglass painted in black. A functional air scoop was included on the hood.
– All interiors were a standard black upholstery, the heater and radio were deleted. The front seats were replaced by lightweight Bostrum Companion buckets, the rear seat was completely removed and replaced by a cardboard panel. Lighter glass was fitted as was a smaller 135-amp battery in the trunk.
– Chassis modifications were limited to Super Stock rear springs and heavy-duty shock absorbers. The steel wheels were painted black. Because the stock Dart rear wheel opening was semi-skirted, trimming was performed to prevent tire contact (the Barracuda’s larger wheel openings were not affected). The front shock tower was modified, as was the K frame.
– Gearbox – The 426 HEMI engine was fitted to a A833 HURST slickshift tranmission case with modified Super Stock internals. This was attached to a Hurst Competition Plus floor shifter.
– Transmission – B&M manufactured a fully manualised 727 auto transmission and provided the torque converter, cast steel
– Motor – Ran 12.5:1 compression, cross ram intake, twin 835 Holley carbs, transistorised twin point distributor,
– Driveline – 4.86:1 gear set, superstock springs and long extension rear shocks & 90/10 front drag shocks
Putting aside the Race Hemis…the STOCK Mopar 426 Street Hemi cars (SS/D) were shut out of the NHRA Stock Class in 1968 as the NHRA re-factored them from 425 HP to 465 HP.
Only the heavy-beast Mopars like the Dodge Chargers had enough bulk to fit into the A/Stock {8.00 to 8.49 Wt/HP} Class.
Tom Crutchfield – 65 Dodge WO1 A990 – Winner SS/BA Winternationals – The Hemi Barracudas and Darts were not ‘out and about’ at the start of the season – but the venerable Race A990 alloy head Hemi Coronets and Belvederes flew the Hemi flag in SS/B class.
FORD
Tom Shumachers 66 lightweight 66 Fairlane was upgraded to a 67 – and won class in 68! It ran the rare W Code 4V 427, and was one of the 57 lightweight cars.
428 Cobra Jet Mustangs – The introduction of the 428 cui Cobra Jet Mustang gave Ford a legitimate player in SS class racing again .
Not only that, but this was a legitimate ‘over the counter’ car, although in a seriously lesser tuned state – it did wonders for Ford sales.
In SS, the CJ Mustangs ran in SS/E class. They also ran in C/Stock with 7” tires, factory hydraulic cam and iron intake. Hubert Platt made the C/SA Indy final (Car #984), however he missed the call up, the trophy went to Dave Kempton’s 62 Plymouth.
The ‘race’ Cobra Jets were a very different animal to the production car. The list of drag strip modifications for Stock class racing is extensive, including:
– 427-style connecting rods, a C8AX-C cam, forged pistons with an 11.0:1 compression ratio,
– Doug’s or Jardine headers, cut blocker transmission rings, a 4.44:1 Detroit Locker rear end, Goodyear slicks, and traction bars.
Cars prepared for Super Stock racing got all of the Stock mods plus :
– An offset 427 aluminum intake manifold, solid lifter C8AX-D cam, a heavy duty clutch, a 4.71:1 Detroit Locker, and bigger slicks.
– Other modifications for both classes include adjustable rocker arms (and associated valve train components), and a 427-style, C5AZ-E dual-point distributor.
The CJ’s were re-factored to 360HP in 68, however the MPH/Weight of cars in NHRA indicate them making over 400HP.
The CJ’s didn’t make the HP of the Race Hemi cars….and ran in a slower SS/E class, but it came out the winner at the Winternationals Eliminations…spooking the Mopar factory team drivers while running consistent mid 11s as the Mopars red- lighted all afternoon!
The cars were less competitive at Indy.
Gas Ronda (992), Jerry Harvey (983), Hubert Platt (984), and Don Nicholson (987) Missing: Hubert Platt (985) and Al Joniec (986)
427 FE Fairlanes – For 68, Ford had finally sorted the cylinder head problems that had impeded the performance of the 66/67 lightweight cars. The new ‘tunnel wedge’ cylinder heads were expected to increase HP, to compliment the 500lb advantage the Fords had over the 67 Mopars.
68 saw a fresh assault, names like Platt, Terry, Ulrey, Allie, Schumacher, Downing etc. could be found at meets across the country – and did well at meets that had no Chrysler or Jenkins team drivers.
The final roll call for 68 National meets reflected a familiar story – the majority of SS/C wins went to the 67 O23 Street Hemi cold air racers. Final account at National meets was Plymouth 3 (1 r/up), Chev (Jenkins) 2 (1 r/up) , Ford (Allie) 1 (3 r/ups)
As a ‘medium riser’ the 427FE did not make the HP of the 64 Hi-Riser – while the Street Hemis limitation was NHRA factoring, as was the Chev L78 396.
Put simply, the 68 and 65 Race Hemis should have been in SS/A, the O23 Street Hemis and L78 Camaro in SS/B…and the Fords and L78 Novas in SS/C.
For Sale – 1 Ulrey 67 LW Fairlane – slightly used.
GM
CHEVROLET – The Jenkins/Strickler team stayed with a left field concept that worked in 67 – realising there was not a GM motor that could compete with the Race Hemi in outright HP, Jenkins attacked the other end of the equation – weight.
Fielding a very light 396/375hp Nova and Strickler’s high winding 302/290hp Camaro – Jenkins had the idea that the Hemi scored its wins at the top end of the track – If his cars could utilise their handicap and get away quickly..an elimination handicap win was not impossible – the Hemis would run out of track before catching him – as the 68 World finals proved.
Engine bay of Stricklers Z28 302 Camaro. Strickler’s 302 went up against Jenkins 396/375HP Nova big block….and won.
Grumpy Jenkins ran his new ‘Toy VI’ 396/425HP L89 Camaro at Englishtown, but was unhappy with the alloy heads. He went back to his ‘Toy III’ 67 L78 396/375hp Camaro (pictured) and won SS/C class at Indy.
Scott Gelow drove his Z28 Camaro to a class win at Englishtown.
OLDSMOBILE – Olds made a rare appearance on the top podium when Ron Garey’s Olds F85 W31 went past John Dianna’s 57 Chev Delivery to take E/Stock and Stock Eliminator at Englishtown.
Ron Garey – Winner Spring Nationals Stock Eliminator
John Dianna – R/Up to Ron Garey for the SpringNats Jr Stock crown.
MEETS
The 1968 Season format remained similar to the previous years, with 4 National meets culminating in the world championship World Finals held at Tulsa, Oaklahoma.
The Spring Nationals were relocated to Englishtown, New Jersey by the NHRA.
Winter Nationals – Pomona, Cal. – February 4 – The Winter Nationals saw 28 Stock class cars come off the line for the first round.
Al Joniec took the SuperStock trophy home in his 428 CJ Mustang…with a 428/335HP mill conservatively re-factored at 360HP. Every one of his elimination runs was secured with the red light in the other lane! The runner up Dave Wren in his 63 Max Wedge Plymouth red-lighted…he’d been running right on the record…but that’s racing.
- Defeated (12.12 109.48) Hubert Platt (red light, 11.59 113.06) in class final1, 2, 3.
- Defeated (11.80 114.79) Don Grotheer (red light, 11.35 122.78) in eliminator round 14
- Defeated (11.88 101.91) Tommy Crutchfield (red light, 11.35 126.22) in eliminator round 22
- Defeated (12.70 90.36) Hubert Platt (red light, 11.55 120.64) in eliminator quarter-final2
- Defeated (11.81 115.38) Butch Leal (red light, 11.62 121.95, driving a Dick Landy car) in eliminator semi-final2
- Defeated (12.50 97.93) Dave Wren (red light, 11.56 120.64) in eliminator final1, 2, 3. – Courtesy 428Cobrajet.org
Spring Nationals – Englishtown, NJ – June 16 – The Spring Nationals were held at Old Bridge Township in New Jersey. The humidity and high temperatures did not make for a great meet.
Dick Arons launches at Englishtown, 68 SpringNats.
Ronnie Sox came off the trailer with his Hemi Barracuda and ran 10.30, 6/10ths faster than the existing record – however, he took out the Top Stock trophy in his 67 SS/D Hemi GTX after spinning a tire off the rim on his new BO27 Hemi Barracuda on the previous run. Run after run saw brake lights at the end of the track as cars tried to avoid breaking out over existing records.
– Sox had won the 67 Springnats by fitting the RO23 hood to his GTX, but for 68 he ran the factory-correct flat hood.
Ed Hedrick ran Jenkin’s SS/D L78 Nova through the 68 season, winning class at the Spring Nationals along the way.
US Nationals – Indianapolis, IN – September 2
Indy had an enormous roll out, and the trailers of ‘team cars’ that rolled into the raceway quickly showed that the ‘big dogs’ had gotten serious, pulling out the whole armoury.
The weekend was plagued by showers throughout the weekend, but the organisers did a yeoman of a job to ensure the schedule was completed.
Regrettably, factory influence also reared its ugly head – at least two top shelf Mopar drivers were ‘instructed’ not to win certain top classes, to ‘spread’ the success. This resulted in stupid low ETs or huge breakouts in driver protest – All this along with the NHRA Handicap debacle gave rise to a driver rebellion at the end of the year.
A/Stock Automatic class run offs at the NHRA Nationals in 1968. Mike Polk all the way from Red Wing Minnesota in his 426 Wedge powered 63 Plymouth verses Chatham Ontario’s John Elliot in his class winning 427/410 hp Mercury Comet 202.
World Finals – Tulsa, OK, – October 20
Tulsa once again put up a slippery track, many of the higher horsepower cars struggling with traction.
Strickler vs Booth (Convertible) – World Finals semi. Strickler in a 302/290HP car – Booth in the heavier 396/325 Vert. Strickler went on to the final. The Z28 302cui was a seriously under-rated performer….re-factored twice by NHRA.
RULES
NHRA’s handicap system came under closer scrutiny as cars got on the brakes and posted ridiculously low mph at the Indy Nats to avoid breaking out of the National records and being disqualified. This was known as ‘sandbagging’…and it ruined the spectacle of Superstock.
’Sandbagging’ had been around for years, but NHRA rigidly stuck to the idea that if you ran better than the National record, you were DQ’d…unless it was a final. Final rounds were run with no break out at all. Exceeding the National Record in the final established a new class record. No additional certification was required since all class winners were torn down at EVERY national event.
Cars that were capable of running below the record were almost always shutting off. Cars that couldn’t run .1 below the record had no reason to shut off.
The idea was to maintain ‘handicap’ integrity…but it created artificially low qualifying results and disguised the true potential of every car.
So, you had some cars going like hell to ensure they progressed through the round…and then throwing out the anchor to avoid ‘breaking out’.
CLASSES
SUPERSTOCK –
Induction – Cars could run any brand intake, as long as it was the same format, ie. Dual Plane, dual quad etc. as factory. It also had to be the same height.
Tires – Any tire size was also legal, as long as it fit the factory wheel well.
Classes – With rumours that Ford were going to make the SOHC 427 meet SS build numbers, the NHRA kept the SS/A class open. It never eventuated so the fastest class was SS/B, which became a ‘Race Hemi only’ class.
New models – New cars on the scene included the Cobra Jet 428 cui Ford Mustang and Fairane, the L89 425HP Camaro, and probably the wildest factory built drag stocker ever – the HURST assembled 426 Hemi BO29 Plymouth Barracuda and LO23 Dodge Dart.
The Mustangs were aimed at SS/E and C/Stock, the Camaro ran SS/C……the Mopars were aimed at the Top Dog class for this year, SS/B.
Dave Strickler walked away as SS World Champ after beating his close friend Jenkins at the world finals….in an SS/F class Camaro….proving once again that top end MPH doesn’t win elimination finals….consistency does.
Ed Miller defeating Jonathon Livingston for SS/B, 68 WinterNats.
Bill Shrewsberry’s 340 Dart was R/up to Ron Garey’s Olds 442 in E/Stock at the Winters. This car carried big expectations early season, winning three early meets…but blown cylinder head gasket on the right side engine bank,,,,,,,the gasket-centers were cooked cruelled its chances at the Winters.
The E/S Dart had previously run a 12.69 @ 109.10 at Irwindale, only 2-weeks
before the 68′ Winternationals.
STOCK – Again Top Stock Eliminator consisted of A/Stock down. Huge numbers of entrants ensured class run offs at Indy down to U/Stock. The ranks were plagued with disqualifications as tech scrutineering became more rigorous.
Prior to the 68 WinterNats, The Sandy Elliot Team tested at Odessa Texas. In the first photo, left to right is Wayne Huber, Lance Hill, Sandy Elliot and John Elliot. (Pics courtesy Barrie Poole via Colesy’s Place)
Stock Elimination finalists showed a great spread of cars, from 57 Chevies, to wagons, to 67 Oldsmobiles.
Larry Lombardo in his way to winning Stock Eliminator in his Corvette.
‘Big John’ Barkley – winner Stock Eliminator and numerous class wins. Always a top notch competitor.
Ed Terry driving Hubert Platt’s lightweight 67 Fairlane runs off against an unknown Camaro – probably SS/C.
The NHRA 60’s Superstock Diary 
