Texas Pro Stock Association

GENERAL RULES: This class is designed for tube chassis doorslammers of any make, model 1950 or newer. Left hand steer only, no open wheel, open cockpit, or roadsters allowed. All cars must have working doors. Must conform to all applicable NHRA/IHRA rules and regulations. NO NITROUS OXIDE, or any type of power adder is allowed. NO TRACTION CONTROL DEVICES PERMITTED. Any tire size is allowed.

All combinations: Limited to a maximum of 585 cubic inches and one carburetor. The use of Dry sump oil systems and Vacuum pumps are allowed. Aftermarket aluminum or cast iron engine blocks are allowed as described below. The use of aluminum connecting rods is allowed. Only head castings/part numbers that were available for sale to the general public prior to September 1, 2007 will be legal for TPSA competition. 55mm maximum camshaft barrel/diameter.

*The stock OEM valve angles, in relation to the deck, must be retained. For example, in a BBC head, the differential between the intake & exhaust valve is 9*.

*All engine components are restricted to conventional alloys. Carbon Fiber, Kevlar, ceramics, composites, beryllium, or other exotic materials prohibited.

*Intake & Exhaust pushrods and valve springs are limited to steel. All other materials prohibited.

*Conventional babbit rod and main bearings mandatory; roller bearings limited to cam, cam thrust, and on the rocker arm fulcrum and valve tip.

All engine combinations are limited to a single 4 barrel carb, with a cast intake manifold, that is available to the general public. The manifold will be ruled either "stock" or "modified" as outlined below. Modified manifolds are subject to a +50# weight adjustment for all engine combos.

***Sheetmetal intakes are not allowed.

***Custom, one off, non-production cast intakes are not allowed.

***Tunnel ram manifolds, cast or sheetmetal, are not allowed.

***Multi carb manifolds of any type, design, or syle are not allowed.

                                                             Stock Intake

***Cast manifolds with "stock", "out of the box", external dimensions and finish are not subject to the weight adjustment. The following restrictions also apply:

*Only cast intakes readily available to the general public (through Jeg's, Summit, etc.) are permitted.

*Porting/Polishing and internal modifications to a "Stock" manifold are allowed.

* No welding, epoxy or any type of repair permitted to the exterior. Also, no painting, coating, or bead blasting is permitted to the exterior of manifold, and must retain stock factory finish.

*Flange and/or plenum spacers are allowed but cannot be welded to the manifold (bolt on only). Milling of the carb flange to ease porting will be allowed, however the stock dominator bolt pattern must be retained and used to mount not only the carb spacer, but also the carb. For example, the carb and spacer must be attached to the manifold with the same studs. If milling, porting, polishing, or any action requires epoxy, or repairs of any type to the external of the manifold it will be deemed "modified". Absolutely no welding! Any welding on the exterior of the manifold will result in the manifold being deemed "modified" and will require the 50# weight adjustment.

*Any manifold that does not conform to all of these requirements will be deemed "modified" and be subject to the 50# weight adjustment.

                                                       Modified Intake

***Any external modification to a cast manifold will result in a +50# weight adjustment. Alterations such as, but not limited to, any welding, adding any type of material, cutting the runners, plenum, or flange area, "splitting" the intake, or any change to "out of the box" external dimensions or finish will result in adding 50#'s to the combination's base weight.

*Prototype or pre-production manifolds: A pre-production (prototype) manifold that has been advertised to be available in 90 days, for example, to the general public will be considered "stock" when it becomes available to the public via Jeg's, Summit, etc. If a team has access to the "prototype" prior to the release to the general public, then the +50#'s would be accessed. This manifold would be deemed "stock" when the public can buy the same manifold "over the counter" and the +50# weight adjustment would be removed. The much anticipated factory "bolt together" manifolds will be legal if/when they become available to the public under the conditions outlined above. One method that will be utilized to determine if a manifold is legal will be to call Jeg's and other sources to check availability. If it cannot be determined that a "prototype" is truly a pre-production piece, (ie, no ads in National Dragster, PR releases, PRI displays, ads in trade mags, no projected delivery date, etc) then it becomes a custom, one off piece and not legal at any weight.

*A three member committee has been assembled to review/inspect any questionable manifold(s) or in the event of a protest. The members of the committee are not responsible for the rules. This committee will consist of Tommy Costales, Ricky McConathy, and Robert Nickens. Every effort will be made to reach a conclusion with a visual inspection at the event. Manifolds will not be removed during an event. If the committee deems it necessary that the manifold must be removed for a thorough inspection, the manifold will be be marked at that time. Points and prize money will be withheld until the inspection process is completed. Removal and presentation of the manifold for inspection will occur at an agreed time and location ASAP following the conclusion of the race. The majority decision of this group will be final. In the event a car owner refuses inspection, the entry will be ineligible to compete at any TPSA event until an inspection is completed by the committee. If an inspection is not allowed, the points and awards for the season will be forfeited.

                                                             Carb

*Stock 4500 Holley flange, 5 3/8" (5.375) bolt pattern, center to center, required. Carb & spacers must use the same mounting studs. *Throttle bore limited to 2.250
maximum diameter.

                                                            Ignition

*Ignition boxes limited to one per car.
*No Traction Control devices allowed.

1) Engines:

Big Block Chevrolet - Base engine combination is limited to 585 cubic inches. Any cast OEM or aftermarket single plane intake manifold for one carburetor and OEM style Mark IV design cast iron or aluminum cylinder head configurations are allowed, subject to provisions listed above in the All Combination section. NO Big Chief, Big Duke,Olds, Pontiac or "Pro Stock" style spread port cylinder heads. The MINIMUM valve angle allowed is 22*. No welding is permitted on the exterior of the head; ie, with the valve cover in place no welds should be visible. Stock valve cover mounting surface and height must be retained for the casting used; ie, Dart, Brodix, Chevy. Welding under the valve cover area for repairs or re-inforcement only is permitted, as well as welding in the "China Wall" area to reduce the gap created by angle milling the head.   Epoxy, cnc, and head porting/polishing is allowed except for the following provision: welding or epoxying on the external portion of the cylinder head runner is permitted for repairs only, not to exceed two runners per head. Specifically, no welding allowed for the purpose of raising the intake port. Aftermarket engine blocks are allowed in either aluminum or cast iron, 4.840 bore spacing only. Tall deck cylinder blocks are allowed, 10.200 maximum, however they will be subject to P & G to verify the maximum cubic inch displacement of 585 . *** The minimum weight for this combination is 2450# with driver.

Big Block Ford - All Ford entries are subject to P & G due to block design and are limited to 585 cubic inches. Any cast OEM or aftermarket single plane intake manifold for one carburetor is allowed. Cylinder heads will be limited to the use of A-429 or A-460 heads only . C-460, E-460 or any other pro stock-style cylinder heads are prohibited. Blocks, either cast or aluminum, are limited to 4.900 bore spacing and 10.322 deck height. The available low deck block is not compatible with A-460 heads and is therefore not allowed *** The minimum weight for this combination is 2450# with driver.

Big Block Chrysler - All Chrysler entries are subject to P & G due to block design and are limited to 585 cubic inches. Any cast OEM or aftermarket single plane intake manifold for one carburetor is allowed. Cylinder heads allowed are the following; any cast Hemi head with water flow, the original Chrysler B-1 cylinder head, or Indy Cylinder head part #'s 57213 and 60013 . All pro stock-style cylinder head castings are prohibited. *** The minimum weight for this combination is 2450# with driver.

*** Big Block Weight Adjustments *** - The base minimum weight for all big block engine combinations with driver is 2450# . Participants can request a P & G and if the displacement is verified to be 565 to 541 cubic inches, they can subtract 50#, between 540 and 501 cubic inches subtract an additional 50# and if 500 cubic inches or less subtract another 50#.

2. Transmission - Powerglide (2 speed) based factory type automobile automatic transmission required. Aftermarket cases and/or tailhousings are allowed. Transbrakes are allowed. No three speed, clutch-type, Bruno, Lenco or any other aftermarket transmissions are allowed. No Lock-up convertors are allowed. Transmission technology changes rapidly and will be monitored.

3. Fuel - C-25 is the spec fuel. No performance additives of any kind are allowed.

4. Body - Full body required. Any make, model, 1950 or later. Driver must be positioned left of the driveshaft tunnel. No center steer vehicles allowed. No open wheel, open cockpit or roadsters allowed. All cars must have operational doors . Full windows required. Maximum wheelbase allowed is 125". Carburetors must be covered by hood/scoop. Any fiberglass or carbon fiber body/panels allowed.
     ***Front End length: Distance from center of front spindle to furthest most leading edge of the front end may not exceed 45�. Aftermarket front ends and "splitters" allowed.
    ***Any chassis constructed prior to 1990 can deduct 50#'s. Body model/type and dimensions must conform to the year chassis was constructed. Verification will be required to claim this deduction.

5. Electronics - The original concept was that this would be a driver/tuner class without the use of electronics. Traction Control Devices (TCD's) and devices that control the launch by sensing the starting lights are strictly prohibited! Delay Boxes, Data recorders, and electric/air shifters are allowed.

6. Power adders - No power adders permitted. Fuel additives such as, but not limited to nitromethane and propylene oxide are prohibited .

7. Championship Points - Points will be awarded to members in good standing as follows: 10 points for completing the TPSA tech, 11 points for a 1st round loss, 12 points for a 2nd round loss, 13 points for a 3rd round loss. Points are cumulative; ie, a 3rd round finish would = 46 points (10+11+12+13). The Runner-up receives 60 points, and the Winner receives 75 points, with a field of up to 16 cars. With a 17 to 32 car field, a 4th round loss would = 14 points, the Runner-up would receive 75 points and the winner 91 points. In the event 8 cars or less make the call for first round, 1st round losers will receive 33 points, semi finalists 46, runner-up 60, and winner 75. Cars must self start, stage under the vehicles own engine power, and receive the official starter's signal to go in order to receive points for the round. This rule also applies to single or "bye" runs. *All POINTS ARE AWARDED TO THE DRIVER WHO MUST BE A CURRENT TPSA MEMBER IN GOOD STANDING!*

*The tie breaker procedure, if needed, will be: 1) number of wins, 2) number of
r-u's, 3) head to head competition, 4) total rounds won, 5) number of races attended. If a tie should still exist, the competitors will split the awards.

These are the rules of the Texas Pro Stock Association and must be followed to participate in our class at race events... However, first and foremost each car and driver will be subject to an NHRA or IHRA (depending on the track of that day) technical safety inspection which will be performed by that race track's personnel. Texas Pro Stock Association has absolutely no control or influence over this inspection, and you may be disqualified from participation for non - compliance or infractions found during this inspection by the track officials! In the event that a decision regarding rules or procedures must be made that is not addressed by the TPSA rules, the sanctioning body rules of the host track; ie, NHRA or IHRA will be applied.

The Texas Pro Stock Association reserves the right to revise, modify, or make additions to the rules as stated in order to maintain a competitive field. Any revisions to these rules will be posted with a 30 day grace period before they become effective to allow time for adjustments to be made. Existing Combinations will NOT be altered nor outlawed, however weight corrections will be adjusted as necessary to keep the field even. We will welcome any racer input throughout the year as to changes that you feel are in order. Our intention is to make all cars in competition as evenly matched as possible and make our organization a fun experience for all. Any questions regarding rules interpretation should be addressed to:

info@texasprostock.com

                                                              Texas Pro Stock Association LLC
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