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40 Years Of 348 And 409 W-Engines - W-ow!

Celebrating 50 Years Of Chevy's First Big-Blocks, The 348 And 409 W-Engines

Doug Marion Jan 11, 2008

In 1955, Chevrolet's storied engineers put their heads together knowing their recent sensation, the 265 cubic-inch V8 engine could not adequately power future, heavier trucks and cars. Due strictly to its cubic-inch displacement, it simply did not produce enough torque. It was also reported that its overall day-in and day-out reliability in present trucks at continuous high rpm, first-gear use had become a critical issue. Try as it may, the 265 could only do so-much. A larger powerplant was urgently needed. T honchos gave the engineers the green flag and in a blink, a new larger V8 engine "evolved". As designed, it would be enlargeable to increased cubic-inch displacement as well as higher compression ratios. Its exterior size/dimensions would allow it to fit within the inner fenders of passenger cars. It would also be able to operate various bolt-on power accessories with little performance decrease. Wait a second, why didn't GM just use the larger engines available at Pontiac, Oldsmobile and Cadillac? There were lots of reasons. Availability, block strength, possible detonation under severe load conditions are but a few. By mid-1957, Chevrolet Engineering liked its coded "W-Motor" engine. It was designed from a "clean sheet of paper" like the 1955 265 small-block was and it too had few, if any, weaknesses.


1958 3x2 348 with A/C.

The need for different compression ratios weighed heavily on the engineer's minds. Word was if the engine was to have "in-head" combustion chambers (like the 283) it would have meant much costly chamber retooling for different compression ratios. As a direct result, approval was given to have the 348's combustion chambers in the upper "wedge" portion of the cylinders. By comparison, the 283's block decks were at 90 degrees to the crankshaft centerline. The 348's were at 74 degrees - thus making a wedge-shaped, 16-degree combustion chamber between the top of the piston and the slightly recessed flat head face.


Even though many different carb numbers were used, the 1958-61 tri-power 348 engines look relatively the same. This is a '61 350 hp.

Further, a relief would be cut into the top each cylinder wall to lower compression - for truck usage only. For higher compression in passenger cars, the cylinder walls would be left alone and various height piston dome configurations would be created. As things happen, the 348's cylinders ended up being just about impervious to pre-ignition / detonation due to having no casting irregularities or hot spots. Yes, the block was very well engineered for its intended use - hard core, low vehicle speed / high engine rpm grunt work. With 1.94-inch and 1.65-inch diameter intake and exhaust valves, its breathing capability was labeled "excellent". Yes, the 348 was originally conceived for Chevy trucks. That was good! It was tuff-built. Being a "truck" engine has always been a great thing.

As introduced in 1958, the new "Turbo Thrust" 348 big-block was 1.7 inches longer and three inches wider than the 265 / 283. It was also said to be 0.80-inch lower due to a flat intake manifold. Its cylinder bore size was 1/4-inch larger (4-1/8 versus 3-7/8) than a 283 and its stroke was 1/4-inch longer (3-1/4 versus 3.00). The 348 crankshaft was also 12 pounds heavier. In all, a 283 engine weighed in at about 500 pounds while the 348 was 625. Much of the 348s extra weight was in the block design - put there specifically for strength. The rest were in the heavy-duty heads.


Here is the cylinder wall of a 348 truck block. All were notched for a lower compression ratio. Ditto on 409 truck blocks. They make for great street engines today where high-compression is not needed.

The Offerings
Two new 348 engines were initially offered. The 250 horsepower "Turbo Thrust" version had a Rochester 4GC four barrel carburetor and produced a maximum of 355 foot pounds of torque at 2,800 rpm. The other was a "Super Turbo Thrust" and had three two-barrel carburetors. It produced 280 horsepower at 4,800 rpm and 355 foot pounds of torque at 3,200 rpm. Under normal driving, only the center carburetor metered fuel and air to the cylinders. When the throttle (also known as "foot feed" in 1958) was opened 60-degrees, a vacuum switch opened the front and rear carburetors. Each two barrel carburetor flowed around 225 cfm while the Rochester 4GC four barrel carburetor flowed about 450 cfm. The extra 225 cfm "tri-power" air flow equaled 30 horsepower. Both engines featured the same heads and hydraulic lifter camshaft. Chevrolet publicly limited engine rpm to a respectable 5,400. Most of the Brand-X engines generally peaked out at 5,000 rpm.


Here's terry Prince putting a hole shot on the factory '62 405hp 406 Ford Galaxie 4-door for the B/Stock class win at the 1962 NHRA Winternationals. Prince's 320hp '60 348 went 13.37 at 105 mph, his quickest and fastest ever. Photo courtesy of terry Prince.

Originally designed as a high torque powerplant for monster trucks, its rod/stroke ratio and valve / port sizes made it very responsive to performance modifications even though its piston and wrist pin assembly weight totaled about 1-1/2 pounds. What the 1958 348 engine offered was a broad torque band that made manual transmission cars accelerate very well from 2,000 to 5,000 rpm.

Note: many felt the 348 was slow when bolted to a 1.90:1 first-gear ratio Powerglide transmission. This ratio, combined with a low, 1,400 rpm torque converter stall-speed gave the heavier '58 little off-idle "punch". With a three or four-speed manual transmission, it was a whole different story.

Positraction became available in 1958. Most of the other brands did not have it for a few more years. Believe me when I tell you that a stick-shift 348 with a Positraction rear end made it almost always a winner on street and drag strip. Anyone without a Positraction was at a distinct disadvantage. Most everything that was brand new back then had never even been heard about before. The only way to beat a Positraction car was to pre-load the chassis. But only the top drag racing minds of the day knew that.


The very rare 1962 Z11 409 engine components included a high rise, two-piece, aluminum intake manifold, heads with much taller intake ports (very similar to big-block rectangle ports) and stock 409 carbs. The camshaft had more valve lift, but the duration was still short for a strong mid-range. Note the crinkled, aluminum inner fenders. They were 1962-only, as the aluminum was so thin, it rolled over and wadded up in the actual die/mold.

How'd It Do?
Nationwide drag racing in 1958 was organized via the NHRA but was in its infancy. Few drag strips had elapsed-time measuring electronics - just top-speed clocks. The 1958 348 Chevys usually competed one and two classes lower than a 1957 283. How so? Well, the '57 cars in S/S class were the "ones with the Corvette engine" - meaning the 270 horsepower, dual four barrel 283 and the fuel-injected 283hp 283. The body and chassis were heavier and the top-of-the-line, 280 horsepower 348 produced less power and rev-ability than the 283 and weighed 125 pounds more. Something had to be done to coax more power out of the 348 and the Chevy engineers knew it!

I recently spent many days slowly studying vintage Drag News newspapers noting 348, 409 and Z11 cars, their drag class and speeds attained- in 1958 through much of1964. A performance sidebar lists names, dates, places, year Chevrolet and performance. To most, 1958 was a year of performance "transition". The 1955 - 1957s got quicker and faster in 1958. To say that the 1958 348 was not in the top performance picture until late in the year would be accurate. At this time the first solid lifter, Carter WCFB 4 barrel or tri-power , 300 hp or 315 hp, police-package engines were offered - per NHRA technical bulletins. The most successful '58 315 hp 348 racer written up in Drag News was Elgin, Illinois' Bud Richter. He won the B/S class at Oswego Drag Strip then Little Eliminator - every weekend for many years - running low 14s at 101 mph. For sure, every Chevy guy's favorite day was Sunday. Each drove to the drag strip, paid the $2-$3 entry fee and then "let the fur fly". Few initially had recap slicks or soft rubber butyl rubber tires. Headers were not yet commercially available for a 348. Exhaust cut-outs were a must-have to win.


The 1962-63 Z11 heads outwardly look like 409 heads, but their intake ports are rectangular and bigger. They measure 1 3/8 x 2 1/4 inches. By comparison, the '63 427 Mystery Motor ports are even larger: 1 1/2 x 2 7/16 inches.

1959 & 1960
Chevys really started moving (no pun intended) in 1959 and it got even better in 1960. Guys had been racing and tuning the small-block since 1955 and many first got their first experience with the W-motor 348 in 1958. Borg-Warner transmissions knew they better have enough full synchromesh, four-speed transmissions available - and they did. A virtual flood of four-speed, 348 1959 and 1960 Chevys were sold. A ton of three-speed 348s were sold too! Besides the continuance of the 300 hp and 315 hp "Police" 348 engine package, a whole bunch of others were offered. The only serious competition I ever saw were the 389 Pontiacs and of course, Corvettes. The quickest and fastest assembly line car on the street was certainly the 'Vette but Impalas, Bel Airs, Del Reys and Biscayne 348s were formidable and fast becoming a force to be reckoned with.

How did drag strips back then promote themselves and how did racers know what was going on elsewhere? I first joined the NHRA in 1959 and I still have my big NHRA oval patch to prove it. Racers and performance enthusiasts read its National Dragster newspaper. They also read Drag News - a viable tabloid that listed news on drag strips not NHRA-sanctioned. Every Monday morning, all drag strips would mail in their list of winners with a story. To see what was going on and who was winning at tracks elsewhere was really exciting to read. Early on, this is how the big names of the sport were recognized, from dragsters to door slammers to motorcycles.


All of the 1961-1962 409 engines came without chrome dressup items. That commenced in 1963. The '62 409 still had the small 348 exhaust manifolds. Headers really woke one up. In race engines, builders like Santa Ana, California's Joe Sherman readily admit "almost 100 additional horsepower."

Terry Prince's 1960 320 HP 348 Bel Air
This is probably the all-time best 348 story - ever. Prince graduated from high school in southern California in the late fifties. Guys then had T-bucket hot rods built from junkyard parts and pieces. He was a football star lineman who once battled every week in the trenches. He liked one-on-one competition hence he liked drag racing and he liked Chevrolets. He was single and lived with his parents. Garage? No. His Dad was not a car-guy so Prince worked hard and saved up the money to buy a new 1960 320 horsepower, 348, four-speed Bel Air. From initially racing at the strip and losing, he found he had to "prep" his car to be competitive so he enlisted the aid of a super mechanic and driver named Earl Wade. Over time, he (Wade) would be on par with the likes of Hayden Proffitt, Bill Jenkins and Don Nicholson. Prince's blue '60 immediately began winning.

1960 and 1961 went by in a proverbial blink. The 1960-61 solid lifter 348s ruled the roost almost everywhere except at remote tracks dominated by local Mopar, Ford or Pontiac dealers. Prince and Wade (and Don Nicholson too) had this '60 B/Stocker in the mid-to-hi 13s at 103 mph at tracks with "near sea level" atmospheric conditions. That was flying, folks. Back east at York, Pennsylvania, the Strickler & Jenkins "Old Reliable" '61 409 was running 13.20s at 110. Prince was the guy to beat in B/Stock in Southern California.


Up came the 1962 NHRA Winternationals at Pomona. Prince entered. So did Ford Motor Company and their 405 horsepower 406 Galaxie four-door racer. This Ford had previously been doing okay during its build-up / drag-testing process. It was in the high 13s and low 14s. Just prior to the '62 Big Go West, Prince had been in the 13.70s. As class eliminations wore on, he methodically waded through the stout competition to finally meet the Ford Motor Company factory Galaxie in the class finals. Galaxie - left lane, Prince - right lane. After both cars staged, the green flag dropped and Prince pulled a hole-shot then hit 2nd, 3rd and 4th gears and expanded the distance to multiple car-lengths at the finish line! Prince had run his best run, EVER - a 13.37 ET at 105 mph. The Pomona crowd went nuts with excitement! The Ford crowd was mum. All of the Prince, Wade and Nicholson hard work paid off!


xcept for valve size differences, what you see here is the flat head chamber used on all 348, 409 and Z11 heads. The combustion chamber is wedgeshaped in the top of the cylinder.

10 Different 348 Horsepower Ratings
For the record, during its four-year passenger car production run, Chevy engineers were very busy coaxing all the power it could possibly produce. The 348 engine had the following suggested horsepower ratings between 1958 and 1961: 250, 265, 280, 305 (X2), 315, 320, 335, 340 and 350. If someone ever asks you what Chevrolet engine had the most horsepower ratings, you'll know the answer - 348 (ten). Further, according to ace W-motor parts and engine man, Phil Reed (Classic Motors, Kansas City 816-587-1109) the 305 hp 348 came in two different mechanical combinations: 3 or 4-speed transmission, hot cam and 3x2 induction versus hot cam and four barrel carb. This writer has never seen either one.

The Spring Of 1961 Brings The New "409"
In May, 1961, I stopped by Doane Motors in Dundee, Illinois. My Dad bought a new 1961 Corvette (#463) five months earlier in 12/60. Both Dick Doane and his service manager, George MacKendry, had been giving me super-tuning tips and explaining how certain tuning tricks increased performance. Sitting inside near the service entrance was a brand new white, 1961 two-door Biscayne. It looked to have a 320 hp 348. The shifter was a column-shift three-speed. MacKendry invited me to take a closer look. He said it was one of the very first 409s. It had a 0-7000 factory Sun tach on the steering column. To make a long story short, it soon had a T-10 four-speed transmission and was running in the 13.90s to low 14s like clockwork.


The 1963, 1964 and 1965 409 engines all had a chrome air cleaner and valve covers. One of the best running street engines was the 400hp version. It had superb bottom-end and mid-range throttle response and then revved great to 6,000 RPM.

In all, 142 360 hp 409 cars were sold in 1961. It was a bored and stroked 348 (4.313 x 3.50) with an all-new block featuring thick walls, etc. It had the 350 hp 348 heads, an aluminum high rise intake manifold and a "D" Series Carter AFB four barrel carburetor. It had a strong mid-range power curve and made power to 5,500 - 5,800 rpm. Towards the end of 1961's production run, Chevrolet released bigger 409 heads and a dual Carter AFB induction. Many sets were delivered to racers. We have never seen a 1961 409 with big heads and dual quads - ever, so most veteran historians agree it is doubtful that any were actually sold via dealership RPO. We have never seen this option in 1961 dealer sales literature.

How many V8/four-speed Chevys were sold in 1961? Try 7,073. 1961 348 engine sales were 66,929. The new Super Sport option (456 sold) could only be had with a 305, 340 or 350 horsepower 348 or the 360 horsepower 409. Total 1961 three-speed transmission sales in full-size Chevys were 324,836. Other vehicle manufacturer sales paled in comparison.


Stock Eliminator, 1961 U.S. Nationals, Indianapolis
Driver consistency would prove to be the difference here. Don Nicholson's 1961, white, 360 hp 409 Impala bested Arnie Beswick's 368 hp 389 Pontiac, 13.38 at 109 mph to 13.51 at 106 mph. Beswick had run a previous best of 13.41.

1962 Was Big!
Except for the 1955-1957 racing success in NASCAR, nothing prior would compare to Chevrolet's overall success in drag racing during calendar year 1962 - its 50th manufacturing year. The W-motor performance development engineers did not sit on their hands. New and updated 409 parts and pieces were developed seemingly weekly. Service bulletins noting these updates went to every dealership in the USA. 409s were not outrun on the street nor the strip.


In all, 1962 full size Chevys outsold 1961 by 230,031. Super Sport Impala sales were a whopping 99,311. But, you could order your Impala "SS" or Impala "SS" convertible with any engine, straight six or V8. Total 1962 four-speed cars were 25,448 - over three times as many as in 1961.

The 409 had the late 1961 big port heads. An "E" series 600 cfm Carter four barrel carb was on the 380 horsepower version while twin "D" series carbs on the 409 horsepower mill. A whopping 15,019 were built at the Tonawanda Engine Plant in upstate New York. 8,909 of them were for new car orders. The rest (6,110 +/-) ultimately went to dealership parts departments in wooden crates to be sold. Some were no doubt used for warranty issues. That's a lot of 409s, folks. So many in fact that the Beach Boys coined their hit song "409" as a result in early 1963. As a result, 409 sales peaked that year.


In August, 1962, 18 aluminum-nosed 409 Impalas were sold to top racers. New, secret Z-11 heads, camshaft and two-piece induction went to select racers prior to the NHRA U.S. Nationals. Dave Strickler's "Old Reliable" white '62 Z-11 equipped 409 Bel Air tuned by Bill Jenkins edged out Hayden Proffitt's red '62 Z-11 equipped Bel Air for the S/S class trophy. Then all S/S entrants ran again for S/S "Eliminator/ Mr. Stock Eliminator " laurels. Proffitt bested the factory Ramchargers S/SA Dodge with a 12.83 ay 113 mph run. He told me personally not too long ago that his '62 had easy 12.40 ET potential on narrow 7-inch wide slicks. That was moving! Pontiac, Ford and Mopar all had their fast cars - but the Chevy 409 did one more thing better. It out-sold them all at the dealership. What a way to help culminate Chevrolet's 50th Anniversary! Proffitt, Sanders, Strickler, Sox, Jenkins, Nicholson, Harrell, Leal and many others ought to each have an Accomplishment Award plaque with car photo in the lobby of the Chevrolet Engineering Center in Warren, Michigan.


Chevy fans today fondly remember all of these great 1962 409 national drag racers. But the one car and the one race they seem to cherish the most was Hayden Proffitt's red '62 S/S Bel Air sport coupe outrunning the Ramchargers S/SA Dodge convincingly at the U.S. Nationals capturing the S/S Eliminator title. The huge 5 foot tall NHRA S/S trophy stands proudly today inside Roger Sortino's secured garage.

1963: From Bang To Bust
The 409 got a power boost to 425 (2x4 induction) and 400 (1x4 induction) thanks to slightly larger valves and increased valve lift. 1963 409 car sales also reached a sales record. A whopping 21,267 were sold. This includes the new 340 horsepower, ultra torque, smooth-idle 409.


Chevrolet's first and last full size race car, the RPO Z11 Impala saw 59 built and sold to specific racers. (Note that Z11 researchers and owners presently believe that only 50 were built and delivered). The great Jere Stahl (Stahl Headers, York, PA.) got his start with Don Gist's 11-second, A/Sports '62 F.I. Corvette and the Dave Strickler/Bill Jenkins #1 '63 Z11 409/427 Impala. THIS Z11 ran in the high 11s and was said to have won won over 90-percent of its races. Credit Bill Jenkins! Frank Sanders' Aqua Z11 won F/X at the '63 NHRA Winternationals with a 12.03. Terry Prince was an inch behind with a 12.05 in his red Z11. Sanders went on to be tops on the Drag News Top Ten west coast S/S list just about all of 1963.


Around the same time as the NHRA Winternationals and NASCAR Daytona 500 , GM decided to again follow the AMA suggestion that no car manufacturer be involved in racing. It also had done so in 1957. The AMA was said to have included truck and train builders so we have never understood its reasoning. Neither did Ford Motor Company and Chrysler Corporation. Most professional GM racers had no other choice but to accept lucrative contracts with Ford or Chrysler. How do you stay loyal to a company that just closed its door and more or less left you stranded? Your financial means of support is drag racing plus building cars and engines. Result: GM lost a lot of talent in 1963 - many forever.


Chevy racers bored and stroked their 409s and Z11s 427s for custom-created, match race Chevelles and Chevy IIs. The stock RPO 409s of 1964 were exact duplicates of 1963. The 409 car sales for 1964 were: RPO L33, 340 hp: 5,615. L31, 400hp: 3,024. L80, 425 hp 1,986. Total: 10,625. Total 1964 4-speed big car sales were just over 48,000.

In 1965, the 409 was in production less than five months. On February 1, it was justifiably, quietly replaced with the brand new semi-hemi 396. Total 409 sales in 1965 were 2,828 (2,086 L33, 340 horsepower and 742 L31, 400 horsepower.) The 396 was born out of the Mark I '63 427 Mystery Motor program. Chevy Engineering quietly continued this powerhouse engine's refinement the rest of 1963 and all of 1964.


If you missed the 1958-1961 348 and 1961-1965 409 performance eras, you missed a really special time. The 1961 - 1965 409 new car sales totalled over 43,600. This was truly outstanding for the times. Total 348 engine sales are unknown. But for the record, in 1961 the total 348s sold were a whopping 66,929. Most of these were more than likely base 250 hp engines probably in 4-door sedans. But owners liked their torque and all-around drivability. The manual transmission 348s I competed against truly ran great for the times. If I could turn back time, I'd love to have every one of you ride shotgun in a hot, 3x2, 348, 4-speed Impala with 4.56:1 gears. These cars put Chevrolet right (or ahead of) next to the Pontiacs and set the stage for future 409s to forge an historic saga.


As an owner of a 1962 409-powered Impala SS and a Bel Air sport coupe (#213111), I have always been amazed at how well they performed - considering each of its eight piston and wrist pin assemblies weighed almost two pounds. Imagine eight of them at 6,000 rpm! That's a lot of mass and this is why they did not fare well on the NASCAR super speedways. Yes, they kicked butt on the NASCAR short tracks. This is one of the exciting things about overall Chevrolet engine science and looking back at actual Chevrolet performance history. Its V8 engines - including these ancient/vintage "W-motors" have always been known and noted for throttle response and excellent full-throttle power. Long live the W-motor 348 & 409. Both indeed hauled and HAULED!

Misc. 1957 - 1964 Drag News Win Results

Paradise Mesa, CA. 12/22/57 - S/S Don Leslie '57 - 92 mph
A/S Ed Strick '58 - 90 mph
B/S Robert Jack '57 - 87 mph
San Gabriel, CA. 12/29/57 - AA/S Larry Head '58 - 15.21 @ 91
Pomona, CA. 1/5/58 - S/S Bill Palri '58 280hp - 15.26 @ 99
B/S Frank Politelli '57 15.04 @ 90
Bakersfield, CA. 1/5/58 S/S Perf. Assoc. '57 14.34 @ 95
Lancaster, PA. 5/23/59 C/M Bill Jenkins '57 6 cyl 17.46@ 77
A/S Roger Westberg '59 15.90@ 93
B/S Ed Pearcy '58 15.20@ 97
C/S Harold Ramsey '57 15.29@ 90
D/S Chas. Lort '57 15.55@ 92
E/S Thelma Ramsey '57 15.58@ 90
F/S Bill Jenkins 57 15.80@ 88
Westhampton, N.Y. 5/24/59 S/S Ralph Ezzo '59 93 mph
A/S Toky Toormino '58 90 mph
Union Grove, WI. 5/24/59 A/SS C. Fionvanti '59 14.97@ 96
A/S T. McKaliffe '58 15.70@ 91
B/SS R. Reese '59 15.13@ 95
Gary, IN. 5/24/59 O/SS Dan Hargus '59 15.01@ 98
Chandler, AZ. 5/24/59 S/S D. Dockery '59 15.23@ 95
Wichita, KA. 5/24/59 A/S B. Holley '59 15.05@ 90
Gary, IN. 5/24/59 O/SS Dan Hargis '59 15.01@ 98
Cotati, CA. 5/30/59 S/S John Parslow '59 14.07@ 97
A/S Dan Dobbins '58 14.86@ 93
San Antonio, TX. 5/31/59 A/S Clyde Finch '59 91 mph
Santa Ana, CA. 5/31/59 AA/S Perf. Assic. '59 15.31@ 94
S/S Delvaux Bros. '59 14.58@ 97
B/SP H. Proffitt '57 13.50@105
Santa Ana, CA. 6/7/59 S/S St. Sweepers '59 14.20@100
San Gabriel, CA. 12/28/59 S/S Perf. Assoc '58 315hp 13.94 @ 101
F/S James Gray '58 280 hp 14.53 @ 97
Houston, TX. 4/17/60 C/S A. Hartkoph '60 13.23 @ 100
Long Beach, CA 7/13/60 B/S T. Sturm '60 13.12 @ 108
Pomona, CA. 7/23/60 S/S AA Sales '60 13.89 @ 100
Fontana, CA. 7/30/60 S/S E. Westbrook '60 13.80 @ 103
Oswego. ILL. 7/30/60 A/SS J. Harverly '60 14.33 @ 102
York, PA 6/17/61 A/SS Strickler & Jenkins '61 13.30 @ 109
Pomona, CA 6/17/61 A/S C. Stevens '61 13.72 @ 105
C/S B. Allen '60 14.38 @ 99
Colton, CA 6/24/61 S/S Wild One '61 13.99 @ 100
Cordova, IL. 6/24/61 S/S B. Cherrington '61 14.16 @ 100
Little Rock, AR. 7/1/61 S/S C. Mitchell '61 13.58 @ 104
York, PA. 7/9/61 S/SS Strickler & Jenkins '61 409 13.22 @ 108
Pomona, CA. 7/15/61 B/S Prince/Nicholson '60 13.80 @ 104
Indy, IN. 9/2/61 S/SS Don Nicholson '61 409 2x4 13.38 @ 109
Long Beach, CA 11/7/61 U/S P. Petre '61 409 2x4 13.30 @ 108
S/S E. Olsen '60 14.52 @ 96
York, PA. 11/7/61 U/S Strickler/Jenkins '61 409 13.09 @ 114
San Gabriel, CA. 11/7/61 A/S Perf. Assoc. '61 13.44 @ 104
B/S Prince/Nicholson '60 13.73 @ 103
Fontana, CA. 6/30/62 U/S G. Hanney '62 409 13.14 @ 111
Union Grove, WI. 6/30/62 U/S W. Nugent '62 409 13.63 @105
Phoenix, AZ. 7/14/62 A/S F. Sanders '62 409 13.21 @107
Oswego, IL. 7/14/62 U/S Dan Hargis '62 409 12.88 @110
A/S Bud Richter '58 14.02 @102
Fontana, CA. 7/14/62 U/S Jack Bayer '62 Z11 12.80 @114
Fontana, CA. 7/21/62 S/P H. Proffitt '62 Z11 13.05 @115
San Gabriel, CA. 7/28/62 A/FX H. Proffitt '62 Z11 12.40 @113
B/FX Cone Chev. 409 13.19 @110
Pomona, CA. 8/11/62 S/SS Butch Leal '62 409 12.57 @111
Long Beach, CA. 8/18/62 F/X H. Proffitt '62 Z11 12.22 @117
Indianapolis, IN. 9/2/62 S/SS H. Proffitt '62 Z11 12.83 @ 113
Emporia, VA. 10/6/62 S/SS D. Strickler '62 Z11 12.05 @ 120
Tampa, FL. 11/25/62 F/X Hubert Platt '62 Z11 11.69 @ 117
Long Beach, CA. 12/1/62 F/X H. Proffitt '62 Z11 11.75 @ 117
Long Beach, CA. 12/8/62 S/SS Butch Leal '62 Z11 12.26 @ 115
Long Beach, CA. 4/27/63 F/X F. Sanders '63 Z11 11.93 @ 120
Long Beach, CA. 4/21/63 A/S T. Lacobson '62 409 13.11 @ 109
F/X J. Bayer '63 Z11 11.92 @ 121
Henderson, NV. 4/21/63 U/S Vans Autos '62 Z11 12.88 @ 114
C/S S. Greigo 348 14.36 @ 95
C/SP D. Marion '61 (327) 13.98 @ 102
Oswego, IL. 4/14/63 U/S Bures Hall '63 Z11 13.08 @ 109
San Angelo, TX. 4/21/63 A/S Byran Teal 409 12.98 @ 112
B/S Mel Schooler 348 14.31 @ 98
Long Beach, CA. 5/4/63 U/S Bourgois & Wade Z11 12.15 @ 118
U/S Terry Prince Z11 12.15@ 115
York, PA. 6/1/63 B/S Joe Gardner 409 12.69@ 112
Hobbs, N.M. 6/2/63 A/S C. Therwhanger 409 13.05@ 109
Oswego, IL. 6/8/63 B/S Bud Richter '58 348 14.15@ 101
Wichita, KS. 6/8/63 S/S Bill Clay 409 12.81@ 110
C/S Bob Coussil 348 13.67@ 101
Des Moines, IA. 6/9/63 U/S Vince Draper '63 Z11 12.30 @115
Long Beach, CA. 6/9/63 A/S T. Jacobson '62 Z11 12.43 @112
Tampa, FL. 6/9/63 S/S Bob Tucker '63 Z11 12.00 @115
Bayview, MD. 6/16/63 S/S Don Nicholson '63 Z11 11.83 @119
York, PA. 6/22/63 S/S Ronnie Sox '63 Z11 11.82 @117
San Angelo, TX. 11/9/63 S/S Dick Harrell '63 Z11 12.29@ 116
Houston, TX. 5/24/64 F/X Dan Dean '64 Z11 Chevelle 12.18@117



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