Dallas received his trophy in the mail yesterday. Thank you to those who voted for him.

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Congrats Kurt.

There were six NSS drivers at the Awards Ceremony:

• Doug Duell
• Doug Poskevitch
• Barry Camp
• DW Hopkins
• Steve Young
• and Kurt Neighbor

NSS Driver Dallas Schultz won Crew Member of the year, and Barry Camp won Ambassador of the year. Congrats to them also.

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NMCA as released its 2012 Schedule

For more information on the NMCA Flowmaster Muscle Car Nationals log on to www.nmcadigital.com or call (714) 444-2426.

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Top 50 of the 97 racers in the Points chase

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Nostalgia Super Stock Nationals
presented by NMCA Quick Fuel Technology and Indy Cylinder Head
(at Beech Bend Raceway Park, Bowling Green, Ky.)

Roster

1. Doug Duell, Newburgh IN, 1964 Plymouth, C/FX 9.75;

2. 7601 Dave Schultz, Richmond TX, 1965 Dodge, A/NSS 10.00;

3. 7353 Gabriel Ray, Atoka TN, 1963 Plymouth, NSS/D 11.50;

4. 7610 Steven Young, Orlando FL, 1968 Dodge, NSS/D 11.50;

5. 7528 Clay Kossuth, Catawissa MO, 1963 Dodge, NSS/A 10.00;

6. 7557 Rosie Kossuth, Catawissa MO, 1964 Dodge, NSS/B 10.50;

7. 7749 Steve Stahlschmidt, West Alton MO, 1965 Dodge NSS/C 11.00;

8. 7700 Donnie Wilson, Cave City, KY, 1965 Dodge NSS/C 11.00;

9. 7050 Kurt Neighbor, Twinsburg OH, 1965 Mercury, A/FX 9.25;

10. 7332 Lanny Riordan, Cave City KY, 1966 Ford, NSS/E 12.00;

11. 7266 Kevin Gass, Paducah, KY, 1966 Chevrolet, NSS/B 10.50;

12. 7962 Allen George, Copley PA, 1962 Chevrolet, NSS/D 11.50;

13. 7022 Skip Koester, Columbia Station OH, 1964 Ford, NSS/B 10.50;

14. Barry Camp, Monroe GA, 1966 Chevrolet, B/FX 9.50;

15. 7817 Reese Smith, Greenville IN, 1964 Plymouth, NSS/C 11.00;

16. 7012 Jim Netherland, Columbia TN, 1967 Buick, NSS/B 10.50;

17. 7681 Jeff Hoblick, Flushing OH, 1965 Plymouth, NSS/D 11.50;

18. 7361 Kurt TeVault, Newton IL, 1965 Plymouth, NSS/A 10.00;

19. 7092 Steve Wilson, Collierville TN, 1965 Chevrolet, NSS/C 11.00;

20. 7396 Richard Morris, Collierville TN, 1965 Chevrolet, NSS/C 11.00;

21. 7236 Kevin Miller, Newton, IL, 1965 Dodge NSS/E 12.00;

22. 7899 D.W. Hopkins, Tupelo MS, 1964 Ford, B/FX 9.50;

23. 7647 Clayton Kossuth, Catawissa MO, 1964 Plymouth, NSS/C 11.00;

24. 7572 Jimmy Ray, Atoka TN, 1965 Chevrolet, NSS/C 11.00;

25. 7066 Mike Moss, Paducah KY, 1966 Chevrolet, NSS/A 10.00;

26. 7014 Mike Furgye, DeMotte IN, 1963 Plymouth, NSS/C 11.00;

27. 7251 Bill White, DeMotte IN, 1965 Chevrolet, AA/FX 9.00;

28. 7442 Jim Clay, Toledo, OH, 1965 Oldsmobile, NSS/D 11.50;

29. 7440 Al Corda, Elk Mound WI, 1969 Dodge, NSS/A 10.00;

30. 7742 Don Cossey, Memphis TN, 1964 Plymouth, NSS/B 10.50;

31. 7300 Marty Bertagnoli, Elgin IL, 1964 Ford, NSS/B 10.50;

32. 7007 Wally Krueger, Appleton WI, 1964 Plymouth, NSS/B 10.50;

33. 7423 Russ Berens, Edgar WI, 1967 Plymouth, NSS/D 11.50;

34. 7047 Geary Bates, Wintersville OH, 1967 Ford, NSS/A 10.00;

35. 7561 Damon Kuhn, Needville TX, 1961 Plymouth, NSS/A 10.00;

36. 7277 Doug Watkins, Sugarland TX, 1966 Chevrolet, NSS/B 10.50;

37. 7600 T. D. Holland, Huntington TN, 1968 AMX, NSS/B 10.50;

38. 7058 Ed Becker, Southaven MS, 1965 Plymouth, NSS/D 11.50;

39. 7068 David Munsterman, Godfrey IL, 1964 Dodge NSS/A 10.00;

40. 7834 Mike DeChicco, Ostrander OH, 1967 Plymouth, NSS/B 10.50;

41. 7043 Bud Cochran, Parkersburg WV, 1966 Ford, NSS/C 11.00;

42. 7410 Mick Alles, New Albany IN, 1964 Plymouth, NSS/C 11.00;

43. 7017 Joe Ewing, Evansville IN, 1963 Dodge, NSS/B 10.50;

44. 7228 Brian Essary, Hobart IN, 1965 Dodge, NSS/F 12.50:

45. 7330 Tommy Sedlock, Benton KY, 1964 Plymouth NSS/A 10.00;

46. 7558 Don Bruemmer, Jefferson City MO, 1965 Plymouth, C/FX 9.75;

47. 7718 Jim Hagenhoff, Holts Summit MO, 1965 Plymouth, NSS/A 10.00;

48. 7025 Doug Poskevich, Deland FL, 1966 Ford, NSS/E 12.00;

49. 7580 Jim Guy, Hilliard OH, 1964 Plymouth, NSS/B 10.50;

50. 7425 Scott Bourell, Cedar Lake IN, 1965 Dodge, A/FX 9.25;

51. 7311 Mike Rossiter, Lake Village IN, 1964 Plymouth, AA/FX 9.00;

52. 7747 Mitzi Herzing, St. Clair MO, 1963 Plymouth, C/FX 9.75;

53. 7304 Dave Isom, Iriquous IL, 1965 Plymouth, NSS/A 10.00;

54. 7142 B.J. Bax, Dix IL, 1962 Pontiac, NSS/E 12.00;

55. 7690 Kenny Gresham, Granite City IL, 1963 Ford, NSS/B 10.50;

56. 7427 Brian Merrick, Dellroy OH, 1964 Ford, NSS/B 10.50;

57. 7014 Michael Sanders, Brook IN, 1968 Plymouth, AAA/FX 8.75;

58. 7188 Michael Kuvz, Frankfort MO, 1963 Dodge, NSS/C 11.00;

59. 7004 Casey Fauss-Johnson, Columbus OH, 1965 Plymouth, AA/FX 9.00

Sunday's Eliminator Results

Final

L 7899 Hopkins -.041) 1.568; 8.322; 11.319; 14.157@74.94 red
R 7266 Gass (.055) 1.475; 6.663; 8.804; 11.005@94.10 win

Semifinals

7043 Cochran (.138) 1.421; 6.527; 8.577; 10.317@129.43
7266 Gass (.033) 1.494; 6.703; 8.802; 10.684@115.01 win

7600 Holland (.103) 1.517; 6.678; 8.749; 10.515@127.40
7899 Hopkins (.032) 1.383; 6.192; 8.114; 9.769@129.40 win

Quarterfinals

7017 Ewing (.076) 1.478; 6.728; 8.824; 10.606@126.20
7266 Gass (.017) 1.485; 6.690; 8.789; 10.617@121.64 win

7050 Neighbor (.021) 1.411; 5.971; 7.785; 9.330@145.58
7600 Holland (.025) 1.477; 6.622; 8.695; 10.515@122.82 win

7043 Cochran (.094) 1.406; 6.370; 8.345; 10.032@132.84 win
7647 Kossuth, Clayton (.081) 1.603; 7.076; 9.244; 11.087@121.83
7899 Hopkins (.068) 1.402; 6.213; 8.131; 9.759@138.46 bye

Round Three

7600 Holland (.033) 1.483; 6.620; 6.864; 10.534@117.80 win
7681 Hoblick (.115) 1.597; 7.308; 9.582; 11.516@116.28

7050 Neighbor (.022) 1.378; 5.929; 7.737; 9.403@125.65 win
7718 Hagenhoff (-.046) 1.405; 6.137; 8.024; 9.636@139.00 red

7017 Ewing (.096) 1.447; .6.679; 8.764; 10.548@123.89 win
7572 Ray, J. (.058) 1.539; 7.055; 9.247; 11.109@120.79

7228 Essary (.183) 1.737; 7.864; 10.333; 12.465@101.72
7266 Gass (.156) 1.533; 6.746; 8.841; 10.641@124.21 win

7043 Cochran (.062) 1.401; 6.332; 8.314; 10.037@130.59 win
7014 Sanders (.248) 1.311; 5.577; 7.285; 8.795@143.23

7962 George Jr. (-.050) 1.516; 6.980; 9.180; 11.067@118.81 red
7647 Kossuth, Clayton (.042) 1.638; 7.141; 9.311; 11.298@105.76 win

1 Duell (.023) 1.390; 6.225; 8.144; 9.800@129.57
7899 Hopkins (.013) 1.386; 6.183; 8.095; 9.761@126.22 win

Round Two

7050 Neighbor (.000) 1.368; 5.911; 7.714; 9.264@144.67 win
7700 Wilson, D. (.024) 1.546; 6.980; 9.142; 10.986@120.78

7561 Kuhn (-.064) 1.552; 6.506; 8.453; 10.143@ 132.24
7017 Ewing (.091) 1.434; 6.633; 8.710; 10.479@126.48 win

7353 Ray, G. (-.018) 1.620; 7.216; 9.457; 11.386@115.89 red
7572 Ray, J. (.091) 1.520; 9.911; 9.069;10.906@122.34 win

7228 Essary (.075) 1.765; 7.915; 10.389; 12.594@99.86
7068 Munsterman (.121) 1.399; 6.422; 8.402; 10.086@133.43 win

7014 Sanders (-204.) 1.280; 5.506; 7.209; 8.683@147.39 red
7277 Watkins (-.041) 1.489; 6.514; 8.528; 10.247@130.67 win

7580 Guy (.017) 1.446; 6.607; 8.664; 10.467@117.08
7266 Gass (.023) 1.490; 6.684; 8.775; 10.569@124.86 win

7681 Hoblick (.045) 1.607; 7.299; 9.566; 11.495@116.72 win
7442 Clay (.026) 1.527; 6.955; 9.125; 10.979@120.25

7043 Cochran (.408) 1.397; 6.325; 8.296; 9.994 win
7435 Furgye (-.023) 1.498; 6.867; 9.026; 10.978@115.02 red

7700 Camp (.114) 1.500; 10.038; 15.606; 21.769@32.90
1 Duell (.001) 1.379; 6.205; 8.262; 10.49@86.58 win

7600 Holland (.003) 1.503; 6.636; 8.698; 10.508@117.74 win
7440 Corda (.046) 1.401; 6.422; 8.406; 10.094@ 133.10

7130 Young (.113) 1.618; 8.147; 11.896; 15.821@53.55
7647 Kossuth, Clayton (.167) 1.577; 7.064; 9.402; 11.521@ 103.56 win

7899 Hopkins (.006) 1.407; 6.245; 8.169; 9.806@137.61 win
7188 Kuvz no time, red

7690 Kenny Gresham no time, red
7962 George Jr. (.060) 1.483; 6.946; 9.151; 11.042@11.57 win

Round One

7564 Stahlschmidt (-.005) 1.486; 7.038; 9.323; 11.326@107.75 red
7681 Hoblick (.037) 1.590; 7.304; 9.584; 92 win

7017 Ewing (.066) 1.452; 6.673; 8.762; 10.542@126.39 win
7834 DeChicco (.064) 1.456; 6.697; 8.779; 10.550@125.71

7188 Kuvz (.079) 1.676; 7.268; 9.545; 11.725@95.20 win
7300 Bertagnoli (-.037) 1.483; 6.747; 8.825; 10.587@126.02

7427 Merrick (.090) 1.507; 6.723; 8.815; 10.604@125.63
7050 Neighbor (.049) 1.353; 5.902; 7.709; 9.367@125.09 win

7068 Munsterman (.112) 1.417; 6.600; 8.931; 11.055@103.46 win
7955 Krueger (.089) 1.922; 9.654; 12.548; 15.224@79.56

7047 Bates (.088) 1.530; 6.824; 8.945; 10.779@118.17
7962 George Jr. (.105) 1.468; 6.932; 9.137; 11.031@117.48 win late

7236 Miller (.015) 1.649; 7.578; 9.966; 11.998@110.80
7266 Gass (.007) 1.439; 6.633; 8.729; 10.527@124.65 win

7066 Moss (.030) 1.475; 6.388; 8.363; 10.051@133.28
7442 Clay (.010) 1.526; 7.008; 9.193; 11.057@120.48 win

7600 Holland (.015) 1.510; 6.722; 8.804; 10.588@124.84 win
7058 Becker (.093) 1.612; 7.317; 9.600; 11.542@115.85

7528 Kossuth, C. (.132) 1.470; 6.419; 8.389; 10.066@134.15
7353 Ray, G. (.052) 1.617; 7.335; 9.638; 11.616@113.04 win

7561 Kuhn (.033) 1.599; 6.683; 8.656; 10.317@135.59 win
7410 Alles (.031) 1.542; 6.961; 9.127; 10.994@ 116.70

7601 Schultz (.064) 1.407; 6.423; 8.390; 10.074@131.28
7700 Wilson, D. (.051) 1.554; 7.005; 9.177; 11.034@119.27 win

7311 Rossiter (-.102) 1.500; 6.036; 7.823; 9.353@147.12 red
7690 Gresham (.180) 1.533; 6.763; 8.845; 10.624@126.05 win

7423 Berens (.041) 1.518; 6.982; 9.175; 11.057@117.95 win
7396 Morris (.042) 1.552; 7.008; 9.208; 11.081@120.12

7558 Bruemmer (.149) 1.412; 6.253; 8.194; 9.847@136.14
7277 Watkins (.038) 1.488; 6.518; 8.559; 10.600@100.45 win

7718 Hagenhoff (.165) 1.373; 6.567; 8.731; 10.482@130.15 win
7747 Herzing (.253) 1.388; 6.291; 8.352; 10.221@115.41

7435 Furgye (.082) 1.528; 6.934; 9.113; 11.045@111.69 win
7361 TeVault (.040) 1.464; 6.525; 8.538; 10.249@131.28

7025 Poskevich (-.013) 1,743; 7.651; 10.020; 12.041@111.42 red
7647 Kossuth, Clayton (-.008) 1.576; 7.063; 9.235; 11.098@117.75 foul win

7557 Kossuth, R. no time, red
7899 Hopkins (.080) 1.388; 6.229; 8.158; 9.798@137.33 win

7817 Smith (.159) 1.587; 7.036; 9.218; 11.08@120.47
7700 Camp (.054) 1.386; 6.042; 7.906; 9.667@118.13 win

7012 Netherland (.033) 1.511; 6.750; 8.847; 10.651@124.21
1 Duell (.060) 1.349; 6.205; 8.151; 9.856@126.78 win

7014 Sanders (.642) 23.693 win
7092 Wilson, S. (-.019) 1.477; 6.960; 9.164; 11.049@119.13 red

7572 Ray, J. (.070) 1.551; 6.963; 9.127; 10.971@121.96 win
7332 Riordan (-.015) 1.621; 7.535; 9.918; 11.958@110.04 red

7228 Essary (.209) 1.759; 8.056; 10.647; 12.834@103.20
7330 Sedlock (-.023) 1.422; 6.458; 8.447; 10.145@132.21 red

7043 Cochran (.111) 1.416; 6.369; 8.345; 10.048@131.43 win
7251 White (-.032) 1.332; 5.874; 7.699; 9.259; @142.75 red

7425 Bourrell red
7130 Young (.037) 1.577; 7.294; 9.594; 11.556@114.34 single

7742 Cossey red
7580 Guy (.076) 1.470; 6.677; 8.748; 10.512@127.63 single

7304 Isom red
7440 Corda (.024) 1.388; 6.400; 8.385; 10.087@127.84 single

Saturday’s Class Finals

NSS/F 12.50

7228 Essary (.317) 1.725; 7.884; 10.387; 12.628@98.77 single

NSS/E 12.00

7236 Miller (.094) 1.653; 7.542; 9.916; 12.011@102.85 win
7332 Riordan (.017) 1.636; 7.660; 10.090; 12.162@108.50

NSS/D 11.50

7130 Young (-.028) 1.597; 7.284; 9.565; 11.510@115.60 red
7058 Becker (.130) 1.605; 7.307; 9.584; 11.519@116.23 win

NSS/C 11.00

7700 Wilson, D. (.017) 1.559; 6.985; 9.140; 10.970@122.97 win
7410 Alles (-.021) 1.556; 6.968; 9.123; 10.952@123.01 red LL/B

NSS/B 10.50

7427 Merrick (-.037) 1.482; 6.654; 8.723; 10.487@127.59 red
7580 Guy (.038) 1.459; 6.667; 8.733; 10.491@127.81 win

NSS/A 10.00

7440 Corda (.024) 1.402; 6.438; 8.414; 10.089@134.35
7601 Schultz (.046) 1.405; 6.398; 8.350; 10.022@130.64 win

Opel Engineering FX Shootout

AAA 8.75; AA 9.00; A 9.25; B 9.50; C 9.75

7050 Neighbor A/FX (.075) 1.400; 5.959; 7.762; 9.303@146.34 win
7770 Camp B/FX (.063) 1.396; 6.045; 7.899; 9.484@139.24

Final Qualifying Order

(after four sessions)

1. 7770 Camp; Chevrolet 409; 9.500@142.04; 0.000
2. 7962 George Jr.; Chevrolet 409; 11.001@119.67; +0.001
3. 7700 Wilson, D.; Mopar 440; 11.001@119.27; +0.001
4. 7834 DeChicco; Mopar 500; 10.501@129.58; +0.001
5. 7535 Furgye; Mopar 440; 11.001@121.08; +0.001
6. 7564 Stahlschmidt; Chrysler 426; 11.003@123.08; +0.003
7. 7236 Miller; Mopar 440; 12.005@109.74; +0.005
8. 7899 Hopkins; Ford 427; 9.757@139.31; +0.007
9. 7647 Kossuth, Clayton; Chrysler 440; 11.010@119.25; +0.010
10. 7423 Berens; Plymouth 426; 11.011@121.31; +0.011
11. 7528 Kossuth, C.; Wedge 426; 10.011@123.67; +0.011
12. 7558 Bruemmer; Mopar; 9.763@137.40; +0.013
13. 7058 Becker; Dodge 440; 11.514@116.31; +0.014
14. 7955 Krueger; Hemi 426; 11.017@120.91; +0.017
15. 1 Duell; Indy 540; 9.767@138.09; +0.017
16. 7311 Rossiter; Hemi 540; 9.018@149.45; +0.018
17. 7427 Merrick; Ford 427; 10.521@127.14; +0.021
18. 7561 Kuhn; Dodge 494; 10.023@129.31; +0.023
19. 7043 Cochran; Ford 427; 10.023@132.17; 0.023
20. 7066 Moss; Chevrolet 427; 10.023@133.47; +0.023
21. 7580 Guy; Plymouth 426; 10.524@126.61; +0.024
22. 7188 Kuvz; Dodge 480; 11.026@121.77; +0.026
23. 7130 Young; Wedge 440; 11.528@115.68; +0.028
24. 7747 Herzing; Wedge; 9.780@137.75; +0.030
25. 7572 Ray, J.; Chevrolet 572; 11.030@118.08; +0.030
26. 7092 Wilson, S.; Chevrolet 427; 11.031@119.35; +0.031
27. 7440 Corda; Dodge 440; 10.032@134.04; +0.032
28. 7330 Sedlock; Plymouth 500; 10.033@133.78; +0.033
29. 7817 Smith Plymouth 426; 11.034@113.43; +0.034
30. 7047 Bates; Ford 427; 10.536@129.27; +0.036
31. 7601 Schultz; Wedge 572; 10.037@135.70; +0.037
32. 7017 Ewing; Mopar 440; 10.545@127.90; +0.045
33. 7361 TeVault; Hemi 531; 10.045@133.88; +0.045
34. 7681 Hoblick; Hemi 426; 11.546@116.80; +0.046
35. 7266 Gass; Chevrolet 509; 10.547@120.33; +0.047
36. 7557 Kossuth, R.; Mopar 426; 10.549@120.87; +0.049
37. 7025 Poskevich; Ford 390; 12.050@112.17; +0.050
38. 7396 Morris; Chevrolet 396; 11.052@120.93; +0.052
39. 7353 Ray, G.; Mopar 426; 11.553@114.46; +0.053
40. 7277 Watkins; Chevrolet 427; 10.556@100.68; +0.056
41. 7600 Holland; AMC 401; 10.560@125.05; +0.060
42. 7068 Munsterman; Dodge 500; 10.062@134.16; +0.062
43. 7012 Netherland; Buick 400; 10.564@125.90; +0.064
44. 7690 Gresham; Ford 427; 10.565@128.59; +0.065
45. 7050 Neighbor; Ford SOC 517; 9.326@146.53; +0.076
46. 7410 Alles; Mopar 426; 11.086@122.73; +0.086
47. 7251 White; Chevrolet 468; 9.086@144.41; +0.086
48. 7442 Clay; Olds 4565; 11.087@121.50; +0.087
49. 7742 Cossey; Plymouth 426; 12.105@115.58; +0.105
50. 7300 Bertagnoli; Ford 427; 10.606@129.77; +0.106
51. 7425 Bourrell; Dodge 426; 9.400@144.72; +0.150
52. 7718 Hagenhoff; Plymouth 426; 10.165@139.49; +0.165
53. 7332 Riordan; Ford 390; 12.205@107.67; +0.205
54. 7014 Sanders; Mopar 655; 8.974@119.51; +0.224
55. 7304 Isom; Chrysler 528; 10.332@126.00; +0.332
56. 7228 Essary; Dodge 413; 12.452@106.83; -0.048
Top Speed; 7014 Sanders; 153.74 mph

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Dallas and I left Tuesday morning for Joliet, IL to get in line for a hard pit space, as they’re gone quick in this NMCA/NMRA combined race. We arrived at the track’s staging area at 3:30PM Wednesday — about 12 rigs back in line. The track started letting the drivers onto the track at about noon Thursday. We had our pit set up, credentials established, the cars teched in, and back on the trailer by 4PM.

My biggest complaint with Chicago is the tight pitting, and the lack of enforcement of diesel generator exhaust routed into the pits of others. For the third year in a row — a different NMRA toter and trailer
combo has been pitted to my right and their two diesel generators have pumped exhaust into my pit 24/7. For four days we couldn’t sit in
our pits, work in our pits, turn off our generator and open the windows of the coach, or cook on the grill because of the carbon monoxide. All of the NSS racers I see at the track show the proper consideration to get and install the exhaust extensions sold at Camping World. The NHRA has a policy for the safety of people in the pits — but the NMCA/NMRA do not enforce one. I’ve made my Complaint, however my last one was completely ignored. But I digress!

Not a good weekend for me personally. Back in Mechanicsville, my Vitamin C qualified well, but was more than 1/10 off Sunday morning in the first round of eliminations — handing Kurt Neighbor an easy win. In the first Time Trail at Joliet I was almost 2/10 slow. I took all of the weight out of the car — and was still 1/10 off in the second Time Trial. For the last Time Trial I bumped the timing from 32 to 35 and ran my number. In the first round of qualifying the motor didn’t sound right as I crossed the line, and so I shut down and had towed back to the pit. I thought it was a rocker or push rod — but all looked well when we pulled off the valve covers. Then we noticed a drop of water from the #3 spark plug.
Pulling the plug had about an ounce of water come out. We hoped for a blown head gasket — but after pulling the head and dropping the #3 piston in the hole — we saw water dripping from the cylinder wall on top of the piston. So I was done for the event. After being pushed back in the Semis in Bradenton for 6 drops of clean water, going -.002 red in the first round of Atlanta, and the car not running the number in the first round in Mechanicsville — I don’t have a prayer for the Points Championship this year. Not a good year at all for me.

The Blow by Blow reporting from the track and the final qualifying ranking, ladder and the round results can be found at the Joliet Live thread at the NSS Forum. Fast Forward to the Finals — it was the battle of the Dougs — Doug Duell and Doug Poskevitch, with Duell turning on the “Stupid Light” and giving Poskevitch the win.

Dallas’ car was also having a problem running the number — even with the seat removed. On the way home we dropped it off in Evansville, In to have the hood (Dallas forgot to put the hood pins in at Mechanicsville and the body guy down sucked at fixing it) properly mounted, and look at why the Vacuum Pump is blowing oil everywhere. Dallas will go up to run the car in Chandler in a couple of weeks, and bring it back to have the hood prepped and painted. I’ll most likely run it at the Dave Duell Classic — as the money for FX is big.

We arrived home at Monday night at 10PM, and by Wednesday 10AM the engine from the Vitamin C had been pulled and disassembled. By noon, the block and crank were at the machinist to be Sonic’d and Magnafluxed. We’re hoping that we can resleeve the block and reusing the crank, pistons, cam, and crank. I was planning to run the Texas Whale next year, and was planning to freshenup the Vitamin C this year — and have it as a backup to the cars Dallas and run next year. It looks like that we’ll be doing the Freshen up now. I ran the Vitamin C this year because it is dead nuts on consistent, and I felt my best chance for a ring — as opposed to T&Ting a new car. Now that my chance for the ring is hopeless (unless I was to ACE the next three races and three people fell on their faces – Fat Chance) I’ll use Milan and Indy to work out any wrinkles in the Whale.

The below are a few NSS photos from Joliet — you will find 80 photos by clicking here.

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I’m having a terrible year. Pushed back in the Semis at Bradenton for six drops of clear water between the staging lanes and the burnout box (they were watching for me every pass because of a rumor), a -.002 red light in Atlanta in the first round, and then misjudging the weight in the first round of Mechanicsville while racing sick as a dog.

I need a break!

Congrats Doug, Dallas, and Kurt who passed me up in Maryland. Don’t take it for granted — I will get my shit together.

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Dave Schultz 7601

Dallas Schultz 7602

June 7, 2011

The event actually started Tuesday, May 31st for Dallas and I. I had spent the previous 9 days in bed, trying to recover from E-Coli poisoning and was still sick (still am) — but if I didn’t at least make one qualifying pass to get on the ladder — I had no chance left for the Championship ring. We normally would have left Wednesday for the 1500+ mile trip, but Dallas had to do all of the driving to Maryland, so we left a day earlier.

We arrived at the track late Thursday afternoon and set up our cramped pit. On Friday morning we teched the cars in, and at 1 O’clock Time Trials started. We had three Time Trials, but I ran 11.06 on a 11.00 Index in the Vitamin C at 3:15PM — and figured I was good to go for the 1st Qualifying at 8PM when the weather would be cooler. Dallas was also close enough to his Index that he passed on making more than one Time Trial pass.

We got two Qualifying passes on Friday and three more on Saturday. This was due to the very light turnout for the event. MIR is a very nice track, and the track operator and his people are some of the best I’ve seen. The track hooked good — and the weather was cool. However, NMCA hasn’t figured out that they can draw a lot of people to races in PA, NJ, NC, or MD. I’ve never seen a decent car count at any of those events. I hate making the 3000+ mile round trip drive for these races — especially when we have tracks in Texas that they haven’t considered to replace the low attendance Eastern Seaboard races. This will be most likely my last year with the NMCA as they get farther away every year — but I digress.

I had only intended to make 1 qualifying pass as it was worth up to 340 points for the year to get on the ladder — even if I didn’t show for the first round of eliminations — but I felt well enough to make all of the qualifying and then attempt the Eliminations. The below is qualifying after the 4th round (no change for the 5th) and the ladder.

It rained during the night, and it took the track staff most of Sunday morning to get the track ready. I guessed the weight wrong for the humidity, plus had a terrible 60′ from spin — so Kurt made quick work of me as I was about 1/10 off. Camp won over Poskevitch, Midile over Roell, Dallas over Hopkins, Koester over Young, Merrick over Winick, Wilson had a “Broke Bye” when Bates got backed out, and Duell had the “Competition Bye”.

In the second round it was Duel over Camp, Neighbor over Dallas, Koester over Wilson, and Midile over Merrick. In the Semis, Duell beat Midile and Skippy Koester beat Kurt Neighbor. Doug Duell won in the finals.

Dallas and I left the track at about 2PM and arrived back at the shop at 8PM — driving 31 hours straight. There is a thread on the NSS forum with more details and comments.

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For those interested in items commemorating the Dave Duell Classic VI — click the below thumbnail.

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The following is recap of my personal perspective of NMCA's NSS event in Atlanta, GA this last week. Before every event, we create a thread for the event on the Nostalgia Drag Racer's forum — so people can post their version of the play-by-play of the event. I invite all attending the race to please post your perspective of it there. As I write this, the play-by-play of how the Atlanta Event went can be found by CLICKING HERE.

The motorhome and trailer were cleaned and made ready Monday; and Tuesday we loaded up the cars and supplies for the trip. I bought the Vitamin C (which I'll run the NMCA races in) and Dallas had the black Coronet. Dallas and I pulled out of the shop at 9:30 Wednesday morning, and the 925 mile trip to Commerce, GA was uneventful. — which is always good. We paid an average of $4.08 gallon for diesel — and the total for the round trip and generator ran about $1900 in diesel. We arrived at the track at 2:30 in the morning — and the 12th in  line in the staging area.

Thursday morning had Barry banging on the door at 6:30Am to get Dallas' dog barking — and me out of bed. Coffee, breakfast, shower — and I was outside by 8AM — shooting the bull with the other drivers. At about noon there were about 70 rigs staged — and they started to let us in. Lynnwood "Cowboy" Dupree took good care of us — and selected for us a good pit where our rig was facing in one direction, and Doug Duell's rig (we pit together) facing the other way — giving us a large shared pit between us. We set up pits, established credentials, and had the cars teched in by 3PM. There was no racing Thursday — so we put the cars away for the night.

Friday NMCA's plan was to have TT from 9AM-to noon and then get two qualifying rounds in. I was one of the first ones to go down the track. The track was horrible — with most all of the cars spinning badly. I was almost 2/10 second off — all in the first 1/8. Doug had to abort his TT run from getting loose. I asked Dallas to wait a little before going down. Charlie Harmon (the event promoter) rode by to visit, and we told him the track was bad — and he radioed for them to fix it. Dallas was one of the last to go down the track in TT. Because this was a combined NMCA, NMRA, LSX, TS, and Brackets race — we only got one Time Trial, and that's why they wanted to have two Qualifying on Friday.

My first Qualifying was at 1:39PM. I'd taken some weight out, but my 60's were way off and I was still almost a 1/10 slow.

In the previous 20 NMCA races I've run, they ask your Index while in Tech, and then when you have your first qualifying they come through the staging lanes and verify with you before your first pass. That didn't happen this time — which caused two phases of drama later. Despite my car having a big C/NSS on all four windows — I and many others were just arbitrarily lumped into A/NSS. Phase one was most of us storming up to the tower to get it fixed after the first Qualifying pass — but the phase two of the drama were the drivers who ignored that until they'd made all three passes. NMCA gave those people a Mulligan — and changed their Index after they'd finished all of their qualifying rounds. 16 NSS cars had come to the event and made the first qualifying round. Remarkably — all 16 also made it through the event — with no breakage or oil downs in NSS. I hope NMCA took note that not a one of us were the cause of track delays.

Round two of qualifying occurred at 6PM because of the high number of wrecks and oil downs — and the lack of hustle in the track staff to get them off the track and cleaned up. There must be a Union dispute — as they mostly looked like a group of orange vested road crew looking at one guy in a hole with a shovel. The schedule was about 3 hours behind when I ran Dallas in the second quallifying. As you can see from the below — despite taking more weight out — I was still not keeping up with the weather change, and I was still spinning. All weekend long — the left lane was having most of the problems. I really wish we would have had more than on TT to get the cars right.

There was a pretty bad storm over night — but the rain stopped at about 2 am. At 9AM, I rode down to look at the track, and while dry — they were scrapping the starting line (which needed it) at a very slow pace, which sucked as there was still three hours of last night's qualifying still needing to be finished. I have to say here and now that NMCA looked to be busting ass — but the Atlanta track staff didn't have their heart into it at all. The first cars started going down the track in the afternoon — and our third qualifying happened at 3:30PM in a pretty strong headwind. Just past the bleachers a strong cross wind (which had been causing problems with the Pro Thug car's chutes tangling all day) caused me to move my right hand to the wheel for the first time in many years. This same wind had Warren Johnson flip his Pro Stock car a couple of days earlier at this track. The below is my ticket — still too slow.

That .031 put me the number 9 qualifier — and naturally that means I again take on the number 1 qualifier Brian Merrick. I hate Sportsman ladders. I think 1 should take 16, 2 should take 15, and so on. It makes no since that 9 takes on 1 and 15 takes on 7.

The plan called for Eliminations to start Saturday — but that never happened. Shortly after we ran — a fuel line popped off a car at the starting line and flopped around with no one getting to the battery cut off — and the resulting fire killed the rest of the day. The 3rd qualifying was the only pass NSS made the entire day.

By Sunday morning, the event was maybe 5 hours behind — and Sunday is Bracket Day. We initially thought we'd be running our first pass at 10AM — but we soon were told it would be closer to 2PM. That looked like it could be pushed closer to 5PM with all of the track problems. The crew were acting like babies slamming mops around and then it appeared many of them flat disappeared. I observed Trey (who works for the NMCA) swinging a mop at the line. Doug called up to Charlie Harmon that NSS was getting impatient — and they changed the schedule to where our first eliminations occurred at 3PM.

I went -.003 red against Merrick, Dallas beat Vise, Duell beat a 67 Ford GTA, Camp beat Bates, Ray beat Hopkins, Neighbor beat Poskevitch, Young beat Davis, and Wilson beat Sanders.

The next round went quick with Duell, Wilson, Neighbor and Merrick going to the Semis. At 8:30 they called NSS to the line for the Semis. By then the track had gone to hell, and the left lane was having a lot of drama. Wrecks, oil downs and few cars were making it down the track with a decent run. They decided to run all of the heads up classes first before the track got too crazy — and Dallas and I decided it was too late to wait any longer — and pulled out of the track at 9:30. It was 10:30 when Doug returned my calls on who had won. It turns out that after watching no one getting down the left lane — that the four remaining drivers in NSS didn't want to risk wrecking their cars — and agreed to just split the remaining prize money 4 ways ($425 each). Word is that NMCA wasn't real happy with this plan — and their official news item of what happened is: "Indy Cylinder Heads Nostalgia Super Stock had Brian Merrick at the top of the qualifying ladder. On elimination day, due to a late evening, the final four racers (Brian Merrick, Doug Duell, Kurt Neighbor, and Steve Wilson) decided to split the points and the prize money for the weekend.", making it sound more like it was past the bed time of old men rather than the track was shit.

Dallas and I drove all night — and were back home at 1PM yesterday. Cars, trailer and motorhome was unloaded by 3PM.

In a nutshell, while many feel that NMCA might have bitten of more than they can chew with so many classes racing — I've seen this pulled of at tracks with a good staff. I feel it could have been pulled off at many tracks we run at — but it is the competency of the track personnel that make it or break it. Atlanta was not up to the challenge. Quite a few have blamed NMCA for this — but I watched them all hustle while the track people leaning on their mops. Why not replace Atlanta with a Texas track?

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The Nostalgia Super Stock National Association along with the National Muscle Car Association are pleased to announce two additional class runoff sponsors for the 6th Annual Dave Duell Classic Nostalgia Super Stock Nationals being held in conjunction with the 10th Annual Quick Fuel Technology NMCA Muscle Car Nationals event at Beech Bend Raceway the weekend of August 5-7, 2011. The Dave Duell classic is the premier Nostalgia Super Stock event in the U.S. that will now make its home in Bowling Green, KY, an area long known for NSS racing.

For the second consecutive year, Opel Engineering is the title sponsor for the feature race within a race – The F/X Shootout presented by Opel Engineering. Opel Engineering, based in Streamwood, Illinois is a full service automotive machine shop, which specializes in design, component supply, machine work and dynamometer testing for racing engines. In addition, Opel Engineering is a dealer for products of Indy Cylinder Head. Two of the quickest NSS cars currently competing in the sport, Paul Habura’s ‘Keeping the Faith’ 1963 Plymouth and Len Grimsley Jr.’s ‘Fire and Faith’ 1964 Plymouth, use parts by Indy Cylinder Head and design and machine work by Opel Engineering. As an increase to the established event purse, Opel Engineering will provide a total of $1,500 for F/X contestants during class eliminations, with $1,000 going to the winner, $300 to the runner-up and $100 each to the non-advancing semifinalists.

In addition, Victory Performance Parts Driveline Components has become a first-time sponsor for the NSS/A through NSS/G classes. Victory also sponsors the Midwest Nostalgia Super Stock Series and Nostalgia Funny Car AA/FC Challenge. AFCO Racing has also stepped up and agreed to host the traditional Dave Duell Classic Saturday night dinner this year.

The winner of the Dave Duell Classic will roll out of town with a stout payday. The winner will receive $4,000.00, runner-Up $1,500; semis $500; quarters $250; eighths $100, for an entry fee of $150, which includes the AFCO Racing dinner. Competitors in NSS are also eligible for all the various individual contingency awards normally available in the NMCA season-long sponsor series. For contingency information please refer to www.nmcadigital.com.

NSS reserved parking is available but in order to claim a space, racers must contact Doug Duell (doug@evansvillekia.com) before August 1, 2011. NMCA membership is not required when competing in the Dave Duell Classic. Complete rules and race procedures are available at evansvillekia.com and nmcadigital.com. There will be four qualifying runs, two on Friday and one Saturday morning. The final qualifying run Saturday afternoon will also serve as the first round of class eliminations.

The NSSNA welcomes Victory Performance and AFCO to the NSS community and Opel Engineering as a continuing associate with the best NSS event in the sport and looks forward to maintaining a long and productive relationship with all our sponsors. For more information on the NMCA Kentucky event and the Dave Duell Classic log on to www.nmcadigital.com/KY.

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The below is the 2011 NSS Points Standings after the first race in Bradenton, Florida mid-March.

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We left the shop at 10AM last Wednesday with the Vitamin C. loaded up for (Dave) I, and the black Coronet for Dallas. We drove until 1AM Eastern time and pulled into a Wal-Mart lot in Lake City, Fl., for the night. Back on the road at 8AM we reached the track (50 mile south and east of Tampa) at about 1PM. As usual, we pitted next to our bud Doug Duell – one pointed in one direction and the other in the other direction – to have a large pit between us. There was no tech or Driver’s credentials on Thursday, so we set up the pits and relaxed.

Friday Time Trials, Saturday Qualifying, and Sunday was Eliminations.

At 7Am Friday, we unloaded the cars and established racer credentials. We had put new and bigger (2 ¼”) headers on Dallas’ car – and a couple of the wires real close to the header tubes. MSD had their trailer there, and so we took four of the wires there to have the angled boots converted to straight boots. The MSD tech commented that the plug ends were not put together right – as the metal under the boots were bent at an angle instead of left straight. He showed us where two of the four wires weren’t even firing right.

After installing the new ends, they tested the wires for resistance – as they’re suppose to be about 50 ohms per foot. While the wires were fairly new – none were close to spec. So we went back to the car to get the other wires to have them tested.

While Dallas was doing that, I took my car to get teched in. It took about 90 minutes to get through the long tech line. As I was leaving tech, Dallas was just getting his car in line. I returned to the pits and got the car ready for the first Time Trial. I made my first pass (mine and the car’s 1^st since early November) and I guessed the ballast weight right – running an 11.023 on my 11.00 Index. I returned to the pits to service the car and cool it down and went to make a second Time Trial pass. The car did an 11.019 – so I put it away for the day – happy with car and driver.

After I returned from my last TT pass, Dallas was just returning from tech with his car. We got it ready and he headed to the staging lanes. He was there for nearly two hours because of accidents, oil downs, etc. When he finally able to make his first time trial pass, he had a miserable 10.01 – when planning to run the 9.75 index. Back at the pits we checked the car over – paying special attention to the plug wires – since they were the new item. It was 5:50PM and they were calling for last call on Time Trials for the day – so we took the car back to the line. It made an even more miserable 10.16 on that pass.

Back at the pits we found that the rotor was a little loose and the timing was at 24 degrees – when it is normally run at 34 degrees. We got those items fixed – but we were concerned how we lost 10 degrees of timing. Since Dallas wouldn’t have another T&T session, we didn’t know why we lost the timing, and we had bigger headers without knowing how they’d run (the car’s best at Houston in November was a 9.71 in about the same conditions we had in Bradenton with 2 1/8” headers) – the decision was made to change the index to A/NSS (10.0) before the first qualifying Saturday Morning.

17 NSS cars came to the race, but two blew motors in Time Trials, and couldn’t be repaired in time for Qualifying.

The first Qualifying pass was to be made at 9AM, and so at 7AM we opened the trailer door to find that Dallas’ black Coronet had a flat on the driver’s slick. It was the bottom car in the trailer, and the Vitamin C car was on the lift above it. Dallas aired up the slick and got the car out. Then we got the Vitamin C out. While I serviced the Vitamin C, and added 20 pounds ballast for the first Qualifying Pass – Dallas moved his car to the road (sandy pits) to jack it up, pull the shock bolts to drop the rear axle, and get the big 33” slick off the car (not easy). As he was taking the slick to the Mickey Thompson trailer – NSS was called to the staging lanes. Luckily for Dallas there was an accident that shut the track down for about an hour – so I called him from the lanes to hurry. He pulled into the lanes as the last of the NSS cars were making their Q1 pass, and was able to make his. I made an 11.008 pass and was the #1 qualifier after the first Qualifying session. Dallas lifted just past the 1000’ and did a 9.75 at a very slow 116MPH. The car was obviously at least a 9.3-9.4 car – and he was upset that he’d changed to a 10.0 index for this race.

For the second qualifying round we pulled back the timing on Dallas’ car 4 degrees to 30. We also noticed that his slick was still going flat – so he had to take the tire off again to get it to the Mickey Thompson trailer. It appears that in the hurry to sell us a $90 tube – they never checked to see what caused the flat. They finally found (after our insistence that the slick was losing air – and not that the air was escaping between the tube and slick as they kept insisting) a metal sliver – and patched the tube, which I’m sure they could have done for the original tube instead of making us buy a new one that now has a patch. Anyway, that was all done before the 2^nd Qualifying pass. I did a 10.991 (breakout as I had to better an 11.008) and Dallas did a 9.894 (also a breakout). Someone else (Barry Camp) made an 11.008 pass – but I was still the first and #1 Qualifier after the 2^nd of three Qualifying rounds.

For the third qualifying round, I was first in line – with 50 pounds of ballast. As I was pulling up, some spectator runs up and looks under my car – causing a flurry of action with the track personnel that would last for the rest of the weekend. The track saw nothing wrong with my car – and I made my third pass, which was an 11.05 from not guessing the weight right. Dallas managed a 10.01 on his 3^rd pass – putting him #5. There was a third racer (Steve Wilson) to hit an 11.008 – but no one bettered it – and my doing it first had me the #1 Qualifier – and giving me a Bye for Eliminations on Sunday.

Back at the pits I’m checking my car to find out what the concern under it was – but couldn’t find a leak anywhere. Along strolls up the guy (he owns the 69 AAA/FX Barracuda that his son drives) to stir up the concern with my car, and I asked him what he was doing. He says he saw a couple of drops of water while I was in line. I slid a red mat under the car and started it up and ran it at 4000 RPM for a minute while Dallas looked. Dallas had me shut the car down after seeing very slow dripping from the header flange, where it is split between the 7 cylinder and the Siamese 3/5 tubes. While Dallas thought it was a head gasket – I felt certain it was the header bolt that goes through the head’s water jacket. I removed the front header bolt in the #7 tube and Dallas cleaned off the old Permatex and loaded it up with fresh Permatex – then ran it back in. The car was put away dry to let the Permatex cure.

Sunday, the first round of eliminations was to be at 9AM. We unloaded the cars at 7AM and added pure 100% water (never anti-freeze) to the Vitamin C. At first there were a couple of drips from the header tube for about a minute – then it stopped, which was very puzzling. I took the car for a 2 mile drive around the track to get it to 180 degrees, and when it came back it still wasn’t leaking. Just before we were called to the line – I checked again and there were no leaks. Since I had a Bye – I was parked at the end of the staging lanes until everyone else ran – and I check under the car – no drops. As I was pulling to the burnout box – I had all of the track personnel checking out my car (obviously from the complaint yesterday) and they saw nothing – so I was allowed to run. Dallas ran Bud Cochran, and won his round.

For the second round of Eliminations on Sunday – the tree had Dallas and me meeting each other for the first time ever in Eliminations. I kept checking my car for dripping – and saw no drops. We were called to the lanes at 3PM. As I was pulling up, I again had the entire track personnel looking under my car – and they saw nothing. I won my round against Dallas.

Again back at the pits I kept checking the car for drips – and saw none. The Semis had me against one of the others that ran an 11.008 in Qualifying. As I was pulling into the burnout box, I was told to back out because there were 2 drops of clear water 6’ apart from each other. Dallas tried to argue that it was only 2 drops and clear water – but they told him I was done, and the Chevelle got the Bye. I think that was pretty weak for 2 drops of clear water between the staging lanes and burnout box (100’).

Back at the pits, there was a drip again coming from the bolt – but it was only leaking 1 drop per 10 seconds. My guess that the 2 drops were a collection on the lip of my dragster style oil pan that rolled off as I moved forward.

I received 300 points for rounds and 90 points for being the top qualifier. Steve Wilson was Runner Up and will have 400 points for rounds and 80 points for 3^rd Qualifier. The winner of the race and the guy in forth were local racers not running for the points Championship – thus Steve is in first 90 points ahead of me. Dallas should be in (Effectively – of those running the series) 4^th with 200 points for rounds and 70 points for Qualifying, and Doug Poskevitch only 5 points ahead of him. Then Geary Bates, Barry Camp, Doug Duell, Kurt Neighbor, and DW Hopkins – of those running the series and making the first race. The NMCA Points Series is 7 races where you can throw the worst two out. Indy is double points, and you get 100 points for making five races, 200 for making 6 races, or 300 for making all seven.

Since Dallas’ car ran well and the timing never again changed, we assume the distributor hold down loosen just enough to torque the distributor to retard on the two TT passes.

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The long term weather forecast for the race weekend in Bradenton looks good. Partly overcast and temperatures in the high 70s/low 80s. Hopefully the farmer at the top of the track will reconsider plowing into the track’s head wind, reducing the size of the sand dunes forming at the top of the track.

Dallas and I will being leaving for our 1100 mile trip Wednesday morning, so we can get to the track on Thursday afternoon and pay the great value of an extra $90 to park before it gets impossible to maneuver our  80′ rig into a pit large enough for us.

An Bradenton Race update thread has been created at: http://nostalgiadragracers.proboards.com/index.cgi?action=display&board=nss&thread=670&page=1 — where those attending the race with Internet access through a cell phone, tablet, or notebook can keep interested parties not attending up to date. Hopefully those attending will keep everyone updated with who made it, who’s in and out — and photos (from their camera phones) of qualifying, ladders, times slips, embarrassing moments — and other general updates of the trials and tribulations of their race team.

Hopefully, the NMCA will have the Live Timing set up, and those interested can have their computers notify them when NSS comes to the line. If you’ve never scoped out Live Timing — it is pretty cool.

So if you’re going to be at the race and have the ability to keep people updated, please do so in the thread. If you’re interested in how things are going for NSS — check the thread.

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Scan of the FSC Pages that covered Nostalgia Super Stock

From March 2011 issue of FSC – Permission given from Scott Sparrow 2/16/2011

Qualifying

Ladder – Click for Larger

Recap – Click for larger version

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EVANSVILLE, Ind. – One of the largest Nostalgia Super Stock races in the country will be calling Beech Bend Raceway and the NMCA home in 2011.  For the past five years the Monster Mopar event at Gateway International Raceway (Madison, Ill.) hosted the Dave Duell Classic, but with the abrupt closing of the St. Louis-area drag strip at the conclusion of the 2010 racing season, event founder Doug Duell, needed to find a new venue to host the event, which is named after his late father, Dave.

After considering many options, Duell has announced that the Dave Duell Classic will be held August 5-7, 2011 at Beech Bend Raceway Park in conjunction with the NMCA-Flowmaster event at the famed Bowling Green, Ky. Track

“Bowling Green has a great Super Stock tradition,” Duell said. “Moving the race there and pairing it with the NMCA-Flowmaster event made the most sense for the continued success of the Classic,” he added. Duell is no stranger to the NMCA racing either, having won the series’ Indy Cylinder Head Nostalgia Super Stock championship the past two seasons.

The addition of the Dave Duell Classic to the Bowling Green event has also caught the eye of Marvin Benoit, co-founder of Quick Fuel Technology, the NMCA Bowling Green event sponsor. “I’ve always been a fan of Super Stock, specifically these 60’s era cars. I have a ’66 Fairlane I’ve been working on, but now I have a reason to complete it before our race in August. Bowling Green is a perfect fit for this event and I’m happy to see Doug and the NMCA work together to bring these cars to our race,” Benoit said.

Doug and fellow racers organized the Dave Duell Classic five-years ago as a tribute to his father, Dave Duell, who was an instrumental racer and ambassador to the Nostalgia Super Stock movement across the country. The Classic is open to all brands of vehicles, and has continued to grow each year. “Last year we had 84-entries racing for the big cash prize,” explained Duell. ProMedia president Charlie Harmon adds, “It’s our goal to help grow the Classic. We’re grateful that Doug has entrusted our organization with its continued success. Nostalgia Super Stock is a big part of what we do at the NMCA-Flowmaster series and we are honored to host such a prestigious race.”

The winner of the Classic will roll out of town with a stout $4,000 payday and a chance to take home big money from the NMCA contingency program. Indy Cylinder Heads is backing the big-buck shootout.

Entry fee is $150, which includes a ticket to the AFCO Racing BBQ being held Saturday night. There will be four qualifying runs, two on Friday and one Saturday morning. The final qualifying run Saturday afternoon will also serve as the first round of class eliminations.

Reserved parking is available but in order to reserve a space, racers must contact Doug Duell (doug@evansvillekia.com) before August 1, 2011.

NMCA membership is not required when competing in the Dave Duell Classic.

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In a Nutshell:

• Best 5 of 7 races
• 100 + 100 + 100 for attending 5, 6 and 7 races
• Double Points at Indy

Further Discussion on the topic at: http://nostalgiadragracers.proboards.com/index.cgi?action=display&amp;board=nss&amp;thread=580

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In 2009, there were I believe 129 NSS drivers to have run at least one NMCA race — according to the NMCA 2009 points spreadsheet posted at the end of the year.

I just looked at the 2010 spreadsheet

http://www.nmcadigital.com/points/NMCA2010finalpoints.pdf

and was I surprised to see that only 64 drivers (less than half as many) competed in at least one race in 2010. The actual events looked to have had a couple fewer NSS drivers (the Dark Horse 3-car team didn’t make any races, nor did Bud Cochran, Ava and a few others I can think of who didn’t make any races) — but half as many total drivers to make at least one-race really surprised me. NSS was still the 2nd largest class in NMCA — behind Open Comp.

Most of the other classes were light too. Seeing some of the threads on the racing forums — I think the different classes were light for different reasons — so I don’t know if you can read anything into that about NSS. I know a couple of classes were complaining on rule changes, mostly weight penalties and rewards — and it is too expensive to be competitive in the super fast classes.

I wonder if fewer NSS people competing had anything to do with the points system (which changes this year), if it was the economy, the weather from the first two races, Memphis in 2009, or if there was some other reason. Maybe it worked out that way because 2009 was the first year NMCA didn’t have competition and in 2010 there was Midwest (NMCAs stomping grounds) competition for NSS racers. The three east coast races were the most lightly attended — but two of the tracks are being replaced with other east coast tracks. I’m not sure if they will be any better attended than the tracks they replaced.

The economy has gotten better for a some people — and yet worse for others. Gas and diesel appear to be on the rise again — and I hope all of the economists making their $5 gallon predictions for 2011 are wrong. I’m wondering on what 2011 will be like?

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1972 Dodge Demon Race Car Proven Winner Rare Body Style 1972 Dodge Demon with Championship blood. Car is turnkey and capable of 10.6 in the quarter mile. Spent its entire life as a race car (still has original Inspection sticker from 1972) — but could easily be restored to show condition — or to a True Street race car. The car is so clean that you can eat off the bottom of it. All quality parts from the top shelf.     Component By Paint Ramiro Motor Assembly Diamondback Engines Motor Displacement 408 (stroked 360) Heads CNC Ported Indy 360  Crank Eagle Forged Pistons Probe Roller Rockers Indy Piston Rods Eagle H-Beams Cam Bullet Custom Grind Intake  Indy Carburetor Diamondback 850CFM  Headers Hooker Super Competition 5115-1HKR Ceramic Coated 1 3/4" primary 3" collectors Transmission Diamondback Pro Footbrake (Billet Steel Drum, Super Sprag, Red Clutches, harden gears, modified pump, … Valve Body  Griner Footbrake Torque Convertor PTC Steel Stator  Cage Chrome Molley 12pt Fields Racing Axles, Gears & Spool Moser Alloys Front Brakes 73 A-Body Discs Rear Brakes  Aerospace Disc Ignition MSD 6AL, Billet Dist, Blaster II Coil Shifter PPP Slicks MT Drag ET 29X10 Wheels Prostars Rear Springs Cal-Tracks Mono with MP Inboards Rear Shocks Rancho 9000 13-way Front Shocks 3-way Line-lock Hurst Anti-Roll Master Cylinder Durango Aluminum Fuel Pump  MagnaFuel Water Pump & Neck CSR Billet   Trans Shield  CSR Carbon Fiber Trans Cooler  B&M with E/Fan Electrical  Twin 12V with mini-alternator  Fuel Lines  Braided Stainless back to front Fuel Cell  JAZ 8 gal Sub frame connectors  Welded in     This car is not only legal in NMCA to race in Nostalgia Muscle car — it was #3 of 62 cars for 2009.   The above barely describes the quality of this car. Driver moved to the Nostalgia Super Stock class. You can't build a Demon of this quality for $35,000   El Demonio Rojo has been the subject of many magazine features This car is as fresh as a daisy — and ready to race. It is very low maintenance and dependable. It was overbuilt and never wound up to it potential, to keep it low maintenance and dependable. This car has spent it's entire life as a well pampered race car and still wears its original Texas Inspection Sticker from 1972. The paint and body looks as good 1 foot away as it does in the photos. You can eat off the underside of the car — which is cleaned after every race.   Motor now has CSR Billet Water Pump not shown in photos   This car is a Top Shelf pampered race car worth over $35,000. I've reduced the sales price from $25,000 to $20,000 — and will sell the car for $15000 as a roller (less motor, transmission, headers, radiator, fan and trans cooler. I also have a new Diamondback 408ci engine pump gas engine that would still allow this car to go 11.0 on pump gas — for those looking to compete in a "True Street" class. The car would require wipers, turn signals, and street slicks to pass Texas inspection, and the s pool replaced with a Sure track or Locker, and engine to a pump gas to be truly streetable. Click here to email me your questions.

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