Since then, that formula has been mildly tweaked, with ongoing development of frontal area and wheelbase standardizations, plus parts limitations, to maintain parity. However, 2014 brought about a different challenge, based on the overall cost-versus-return outlays to be competitive and the general economic malaise of the present era.

At this time, there remains a real question how some of the Pro car fields in 2015 will be filled, in both the fuel and PS classes. There is actually a dearth of participants at these higher levels, but there does not presently seem to be a logical end in sight that will allow the business model espoused by open competition to recover.

With that laid out, a story came to light that representatives of the big manufacturers had met with NHRA at Detroit for an open discussion on the state of the sport in December. One rumor said this was to see if there was a possibility of replacing the current Pro Stock category with something based around the Factory Stock division. We can confirm that that story is nothing beyond rumor, as both classes were simply discussed and no changes have been made. Still, as a fan of doorslammer racing, I can tell you I would be all for the idea.


‘Many people missed the monster action produced in Factory Stock even at Indy. These are some ‘highlights’ of the 2013 running of the class on Thursday of that year.

Factory Stock is a heads-up sportsman class developed to showcase the new-generation muscle cars. Unlike Pro Stock, where the program has often relied on smaller body designs, the Factory Stock class offers the excitement of the more aggressive body designs that have again become part of the Dodge, Ford, and Chevrolet model line-ups. Add in some pretty good drivers like Dave Connolly, Chris Holbrook, and Kevin Helms, plus wheels-up action, and it’s a very exciting class to witness.

You only get to see it if you are there on Thursday and Friday, though, because Factory Stock, at the few events where it runs, is raced heads-up as part of Stock class eliminations, and the qualified cars are then blended into the Stock Eliminator category. As with the SS/AH Hemi Super Stockers at Indy, some entries do not return for overall event accolades, having gotten their thrills from class action. As a result, a lot of fans miss seeing these cars altogether, certainly not in heads-up form. Detroit may be left wondering why it’s spending its money and NHRA is seemingly now facing fading glory for its ‘factory hot rods’ (this despite the very credible effort waged by competitors like Erica Enders-Stevens in those cars).

So could these cars work as a replacement for the still-carbureted, big-inch, fat-tired Pro Stockers? In my opinion, the major requirement would be a package model of Stock production quantity offered with the OEM design engine configuration being accepted for the class by NHRA, as is already being done. To keep it fair, there would need to be some sort of parity program created to get this underway as a Pro category; this fact is mandated by the outlay on technology already being made by the manufacturers. Such a rule would either standardize or address variations in engine designs, wheelbase, weight, and frontal area. Yes, it would require policing.

However, once those issues were resolved, if I were the boss with a rules pencil, the premise would require OEM bottom-end engine architecture. The crank, rods, pistons, and block would need to be what is offered when selling the car to the end user; if parts are supplied by the aftermarket to the manufacturer, contingency notations could be made but everybody races with the same stuff. Blueprinting would be the only modification allowed to those pieces; dry-sump oiling system changes could also be used. Piston, rod, and head cc weights/volumes would be randomly checked after qualifying. Heads would also to need be stock replacements, with port volume changes permitted but combustion chambers specs being left at the OEM configuration and valve angle. Today, the world of CAD resolves a lot of the design problems going in.

Wheelbase would be up to the manufacturer, with a set minimum by NHRA. Frontal area as measured in a wind tunnel would determine front and rear spoiler designs, but regardless of that the Stock Eliminator width and size tire would be mandated. So would manual transmissions. Make this a driver’s class; figure out how to make it stick for 1320 feet without blowing the tires off, and get it down to the finish line by working it. That office would be a busy place.  

That leaves us with induction; my PFS class would be force-aspirated only, if need be limited to simple supercharging to keep the turbo contingent from making life too difficult for the tech people. Any EFI fuel system design would be permitted, as long as injection is installed only at the OEM locations. However, there would be strict enforcement on blower drives and throttle-body opening diameters, perhaps even a single aftermarket company supplying the proper pulley for each approved combination at the event. This would eliminate the ungainly hood scoops and bring modern tuning tools to the class.

With all that said, there would be some very negative response from the current owners and drivers, who understandably would be upset to see their expensive equipment made obsolete by such radical change. The ideas espoused here are not meant to denigrate the current Pro Stock racers but to try and solve what appears to be a difficult issue. If car counts continue to fall, my belief is that NHRA will find a way to justify making changes regardless. It would be nice to see them simply hit the reset button and help bring fan identification, added competitors, and wheels-up excitement back into this category.

We all know the first muscle car era did not last forever, and even money says this current revival of street performance may not carry on for 20 years. However, a heads-up Pro category that blends the current era body designs, some conditions and refinements that encourage the manufacturers to stay involved, and visibility to a majority of the attending fans would make it seem like 1970 all over again. I wonder how many people would move up to race in it?