Point your browser to www.OldHippiesGiftShop.com to scope out some very kool stuff with a Drag Racing, Mopars, and/or Humor Theme.

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Just tons of kool swag

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There is a new look and feel for the web sites of three cars currently running in Nostalgia Super Stock.

Vitamin C Racing | Nostalgia Super Stock Racing

Texas Whale Racing | Nostalgia Super Stock Racing With A 1960 Plymouth Wagon

Big Red Ram | Nostalgia Super Stock Drag Racing

If you've not created a web site for your race team, you might considering doing so. While winning is the number one secret to attracting sponsors, a web site is number two, and a Media Kit is number three.

Many feel like it is beyond their pay grade to create a team web site — but it actually very simple, and requires no programming experience. Word Press is a free application that allows the would-be web master to have a blog on the front page, and a number of information pages linked in the NavBar. It will cost less than $10 a year to register your Domain name (IE: BigRedRam.com), and just a few bucks a month to host it on a web server. There are no other expenses. The secret is to find a web host that will automatically install Word Press for you.

I've created a step-by-step set of detailed instructions to create your own Word Press web site — from registering the name, to selecting the host server, to installing Word Press, to creating your custom "Look & Feel", to posting context, to Search Engine Optimization. If you've ever registered and posted to a forum — you're over-qualified to create your own web site. Click –> Word Press for Dummies

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We’d left on Monday (the 3rd) in the evening, and drove to Doug Duell’s dealership in Evansville, IN. We’d dropped the Whale off on the way back from Milan to fix a transmission issue, new convertor, fix the brakes, and some other issues. Also dropped off a chunk that use to be in the red Coronet some years ago, and had some 4.57 gears dropped shipped to the shop — as I felt like the 4.88 gears in the car right now are too steep. So we picked up the Whale and dropped off Big Red Ram to convert to an automatic for Dallas to start running.

We left Doug’s shop at about noon Wednesday, and drove to Indy as they had a test and tune Wednesday night. At the track for the first T&T, the first pass had me launching at 2500 on the new convertor — and shifting at 7400 to 2nd, and 6800 to third. The car did an unimpressive 9.84 with an equally unimpressive 1.44 60′. While the slicks only had 10 passes on them, they were getting old — and had cracking on the sidewalls — so I thought that might be part of the issue. I’d contacted Mickey Thompson, and arranged for them to bring some 33X10.5Ws when they came to the track.

For the second pass I was in the Left lane, the car felt like it broke something (I thought the ring gear) on the launch, and turned a hard left towards the wall. I kept it off the wall and backed it up the track prep entrance. Nothing was clanking or grumbling — so it didn’t sound like a ring gear. Doug (who had lined me up) said I’d dropped a ton of sand (from when the car was sand blasted) at the line on the left and I’d run over it — and he suspected that to be the problem. I didn’t feel so sure about that as it really felt like something had broke. As I’m pulling onto the return road the steering felt screwed up on the sweeping turn — and then was alright for the rest of the way back to my pit. I was starting to wonder if I was imagining things. In the pits we jacked the rear off the ground and found the right wheel turned in Park — while the left didn’t. Called Matt at Racecraft to see what he thought — and he indicated that the chunk I gave him to put the new gears on had an aluminum spool. Frankly I hadn’t opened the box with the chunk since it was pulled from the Coronet in favor of a 4.34 gear — and didn’t realize it had an aluminum spool. We were getting kicked off the track for the night — so we loaded the cars, and got in line outside the track.

The track opened at about noon on Thursday for the NMCA event, and after Dallas, Doug and Jimmy Ray teched their cars in — they all pitched in to help tear mine apart. As expected, the splines on the right side of the spool were ripped out.

All of the splines on the right side ripped out

It is good to have friends that know what they’re doing

By 4PM the car was reassembled with the 4.88 geared chuck I’d had been running, and Kevin Gass had run to the autoparts store to get 4 quarts of Royal Purple gear lube. Mickey Thompson pulled onto the track at 5PM and mounted the new slicks while we had dinner. By 7PM, we were ready to put the car on the trailer.

All Fixed and ready to be put away for the night

We were parked right next to the gate, and despite the track being full Thursday — there was still a long line waiting there Friday morning. NMCA was overwhelmed when double the cars expected showed. They had to print up some paper tech cards, tickets, and qualifying stubs. A couple of hours later the Fire Marshall came and NMCA had run out of room — so they moved back the ticket shack back a 1/2 mile and started parking cars on the circle track. The track was pretty clogged up all weekend long.

Back to my pits, I teched my car at 8AM Friday, and got in line for my first Time Trial. I ran another uninspired 9.8 with an equally uninspired 60′ with the steeper gears and new slicks. I had lowered my shift points to 7000/7000, and rejetted the carbs to 113 square. For my second (and last) TT, my brakes didn’t hold for the burnout, and crept deep stage on the launch. I was only able to launch at 2000 RPM instead of 2500 — but the time slip showed a 60′ better by .050. Obviously my car liked 2000 better than 2500. I went and changed my Index to C/FX before Qualifying started. We ran a round of Qualifying on Friday night — and I was a slow 9.80.

For Saturday morning, I pulled the passenger seat (33 pounds) out of the car, and at 11:45AM I ran my second round of Qualifying. I ran over 1/10 too fast — at a 9.61@141. For the last round of qualifying — I put the seat back in and added 98 pounds in the previously empty weight box. Due to a lot of "Stupid People Tricks" from the LSX drivers (leaving radiator cap off car and hitting wall, oiling down the whole track after blowing an engine, and other tricks from the Chevy guys — we didn’t get to run the final Qualifying until near midnight. My car was 1/10 too slow now — and I was perplexed. When I got back to the pits — I was told that Dallas had been pushed back — so I went after him to tow back. Turns out his car was dripping water from the water pump. We jacked the engine up. removed the elephant ears, and spent half the night fixing the corrosion on the aluminum elephant ears (from being attached to an iron block for the last 8 years) and replaced the four water pump gaskets.

Good Times at 2AM

At 2AM, when we were putting my car on the trailer, we heard a faint hissing we couldn’t identify. At 7AM Sunday morning, I took my car for a warmup drive while we waited for the weather to get a little warmer before filling Dallas’ car with water. We couldn’t hear the hiss — so the attention was focused on Dallas’ car. First round of Elimination came early. Dallas got caught sleeping at the tree and was out. I had an .016 RT — but the car backfired about 60′ out. Fortunately, Gary had red lit to give me the win — so I didn’t have to run the car hard. I slowly drove it back to the pits – initially thinking like it was a carb issue. In the pits there was a nasty sound coming from  left header. After pulling the valve covers — we found the rockers and pushrods looked OK, but the the #5 exhaust rocker was .020 too loose. They hot lapped us to the second round — and so we put the car on the trailer as we suspect (will confirm this afternoon) and bent valve.

In NSS, Kurt Neighbor came to the event in first for the points, Doug Duell right behind him in second, and technically Steve Wilson, Barry Camp and Doug Poskevitch also had a chance for the Championship since this was a double points race. Duell’s car broke a ring gear in the 2nd round of qualifying — and 00-Joe Ewing pulled out of the event to let Doug qualifying and run his 63 Dodge. Duell, Poskevitch, Wilson won their first round. I was to go up against Whompin Wedge — but was out. It was a shame as Johnson also couldn’t make the call, and the third round would have been a Bye.

In the Second Round DW Hopkins took out Duell — putting Hopkins as technically having a chance if he were to go all of the way — and Neighbors, Wilson, and Poskivitch dying in the next round. Neighbors and Poskevitch won their second round — but Fred Rader took out Wilson. Fast forward to the Semis — it was DW Hopkins taking out Jim Netherland — and Neighbors getting the Bye. NMCA reports that in the finals between DW and Kurt — that Kurt treed DW and as he was crossing the line for a win, DW hit the brakes too hard and crossing the centerline. He and Kurt got together at 135MPH, and Kurt then hit the wall. While the report is that Kurt is OK — his car is reportedly not. I was on the road and didn’t see that the final — so my information is third party from the NMCA site.

So Kurt has the bitter-sweet Win of the event and the Championship — but a wrecked car.

By my count, the rest of the Top 10 include DW, Wilson, Poskevitch, and Duell in the Top half; and Dallas, Camp, Young, Sanders, and I in the bottom half. It was a terrible year for me. I only lost two rounds (-.002 RT in Atlanta and giving Donnie Wilson the .004 win in Bowling Green), but couldn’t get to the line for five of the seven races in two different cars for strange issues. We’ll get that fixed for next year.

The below is the Eliminations Rounds. There were 39 cars qualifying.

Round: E6

Lane Name Number Dial In R/T ET MPH
L KURT NEIGHBOR 7050 0.00 .043 9.326 136.23 W
R DW HOPKINS 7899 0.00 .097 9.472 135.82

Round: E5

Lane Name Number Dial In R/T ET MPH
L JIM NETHERLAND 7012 0.00 -.008 10.459 126.82
R DW HOPKINS 7899 0.00 .003 9.444 141.56 W

L KURT NEIGHBOR 7050 0.00 1.518 12.052 0.00 W
R  BYE

Round: E4

Lane Name Number Dial In R/T ET MPH
L KURT NEIGHBOR 7050 0.00 .024 9.297 144.74 W
R TD Holland 7600 0.00 .029 10.390 119.43

L BYE
R JIM NETHERLAND 7012 0.00 -.042 10.491 126.76 W

L  BYE
R DW HOPKINS 7899 0.00 .021 9.521 141.36 W

Round: E3

Lane Name Number Dial In R/T ET MPH
L KURT NEIGHBOR 7050 0.00 .016 9.267 140.52 W
R DONNIE WILSON 7700 0.00 .022 10.522 126.62

L DOUG POSKEVICH 7025 0.00 .151 11.998 112.06
R TD Holland 7600 0.00 .010 10.628 109.33 W

L JIM NETHERLAND 7012 0.00 .040 10.463 125.73 W
R FRED RADER 7943 0.00 .105 10.441 124.36

L DW HOPKINS 7899 0.00 .000 9.544 143.69 W
R BYE

Round: E2

Lane Name Number Dial In R/T ET MPH
L Michael Sanders 7014 0.00 .108 9.444 142.67
R TD Holland 7600 0.00 .058 10.695 124.34 W

L BILL WHITE 7251 0.00 -.102 8.783 153.32
R DONNIE WILSON 7700 0.00 .004 10.504 126.93 W

L BOB DURLING 7274 0.00 .073 11.037 121.13 W
R REES SMITH 7817 0.00 .087 11.028 117.44

L JEFF MILLWARD 7270 0.00 -.023 9.764 137.82
R KURT NEIGHBOR 7050 0.00 -.032 9.242 144.66 W

L STEVE WILSON 7092 0.00 .087 10.976 119.73
R FRED RADER 7943 0.00 .029 10.552 126.91 W

L DOUG POSKEVICH 7025 0.00 .099 11.949 112.22 W
R MICK ALLES 7410 0.00 .061 10.923 120.64

L JIM NETHERLAND 7012 0.00 .029 10.510 124.68 W
R AL CORDA 7440 0.00 .101 9.945 134.90

L DOUG DUELL 1 0.00 .039 10.472 120.96
R DW HOPKINS 7899 0.00 .023 9.553 141.30 W

Round: E1

Lane Name Number Dial In R/T ET MPH
L DAVID MUNSTERMAN 7068 0.00 .294 10.048 134.36
R REES SMITH 7817 0.00 .002 11.079 108.27 W

L BOB DURLING 7274 0.00 .091 11.216 120.32 W
R GREGG FRANZINO 7122 0.00 -.006 9.400 127.74

L DOUG DUELL 1 0.00 .061 10.548 112.76 W
R MIKE ROSSITER 7311 0.00 -.042 8.957 150.00

L Steven Young 7130 0.00 .061 11.478 109.79
R DONNIE WILSON 7700 0.00 .083 10.530 126.59 W

L Michael Sanders 7014 0.00 .184 9.255 143.31 W
R JEFF FREES 7691 0.00 .118 9.736 136.26

L JEFF MILLWARD 7270 0.00 .080 9.774 135.97 W
R ROY DEAN 7249 0.00 .078 12.472 100.04

L JERRY GODDARD 7007 0.00 .075 10.245 131.00 W
R BARRY CAMP 7770 0.00 .081 9.234 140.80

L ROBERT MOSHER 7556 0.00 -.014 10.940 123.56
R CASEY FAUSS-JOHNSON 7004 0.00 .079 9.658 138.57 W

L STEVE WILSON 7092 0.00 .064 11.069 106.85 W
R DALLAS SCHULTZ 7602 0.00 .209 10.130 114.74

L JIMMY RAY 7572 0.00 .010 11.043 121.66
R KURT NEIGHBOR 7050 0.00 .008 9.265 129.00 W

L DOUG POSKEVICH 7025 0.00 .072 12.029 109.47 W
R MIKE MOSS 7066 0.00 .090 10.051 134.30

L GARY BEEMER 7421 0.00 -.048 12.211 90.89
R Dave Schultz 7601 0.00 .016 12.823 70.27 W

L SCOTT BOURRELL 7425 0.00 .042 11.181 115.98
R DW HOPKINS 7899 0.00 .057 9.545 127.82 W

L JIM NETHERLAND 7012 0.00 .051 10.514 123.15 W
R Tim Frees 7963 0.00 .047 11.047 117.08

L AL CORDA 7440 0.00 .038 10.251 110.81 W
R DAN KUENSTER 7667 0.00 .287 11.524 112.51

L CHARLIE KUENSTER 7042 0.00 0.000 0.00
R TD Holland 7600 0.00 .008 10.425 120.28 W

L  BYE
R FRED RADER 7943 0.00 .038 10.519 126.98 W

L SKIP KOESTER 7022 0.00 0.000 0.00
R BILL WHITE 7251 0.00 .008 8.771 153.18 W

L Martin Bertagnoli 7300 0.00 0.000 0.00
R MICK ALLES 7410 0.00 .113 11.024 122.33 W

Please check with the forums as we have a race in Houston, the PRI is coming up in December, we need to vote for our NSS drivers for the Awards by 10/17, and there are some other important issues being discussed. www.nssracing.com/forums. Also, please don’t forget that the 2013 NSS Wall Calendars are ready for purchase.

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Chandler, IN – Mick Alles of New Albany, Indiana held off a strong Chevrolet challenge from Darrell Walker of Paducah, Kentucky to win the sixth annual Chandler Saturday Night Nostalgia Super Stock Shootout presented by The Duell Family’s Mazda/Volvo/Kia dealership to benefit the Evansville-area Santa Clothes Club charity in hot and steamy weather last week.

Alles, driving a 1964 Plymouth on the NSS/C eighth-mile index of 7.00, posted a 7.0349@97.40 mph to overcome an .0122 starting line deficit and whiz past Walker, who after running strong all night slowed to 6.791@102.32 on his NSS/B 6.65 standard.

An NSS veteran, Alles steadily worked his way to the final through the 24-car field, reduced to 21 cars for the first round due to mechanical malfunctions and driver fatigue caused by mid-90’s temperatures and dew points of almost 80 degrees.

Alles’ attack included a near-perfect 7.0001 pass in the second round despite having to tune at density altitudes above 4,000 feet at times.

In a 1966 model, Walker was wheeling one of four Chevrolets. One Ford, a 1967 Fairlane owned by Earl Hayes of Dix, Illinois, was entered in the race.

While not winning, however, the Chevrolets did manage to break the many MoPars dominance in two categories.

Kenny Gresham from Granite City, Illinois was the No.1 qualifier at 7.004 in his 1962 bubble-top Stovebolt. Also in qualifying, Bill White set low elapsed time of the event at 5.833 in a 1965 Chevelle running on a 5.90 requirement in A/FX.

Each finalist received the benefit of a bye run, Walker in the second round after Alles had almost incinerated his index, and then Alles in the semifinal.

Tommy Sedlock and his 1964 Plymouth from Benton, Kentucky, was one of six NSS/A (6.35) entries and the other semifinalist. Sedlock slipped into the second round with a broken single and then sailed along until getting sidelined by Walker’s 6.6870 to a breakout 6.3490.

In the The Duell’s Hyundai Second Chance Race, Evansville’s Joe Ewing prevailed after missing the first round of the first field because of a cracked and leaking transmission cooler line.

Ewing was able to make the needed repair to his 1963 Dodge and defeat Bob Muehlenbein, also from Evansville, 6.6912@96.76 with an .0439 to .1260 reaction time advantage, negating Muehlenbein’s mighty good 7.3010@93.14 NSS/D effort.

With a stout 6.6520 on the NSS/B 6.65 standard in the first round of the second chance, Ewing earned a bye into the final.

That heads-up race was the best of the evening as Ewing eked out an edge over Kentucky’s Andy Warren, (.0350) 1.4180; 6.6520@102.75 to (.0410) 1.4180; 6.6479@103.46 as Warren wheeled the 1967 Plymouth of host and current National Muscle Car Association NSS champion Doug Duell.

Duell, who was defeated by Alles in the quarterfinals, said more than $3,500 was collected for the Santa Clothes Club, which changes the steamy summer cash into cold weather clothing for needy children.

Roster
Car No./Driver/Car/Class
7354 Richard Duvall Jr., 1963 Plymouth, NSS/D (7.30); 1 Doug Duell, 1964 Plymouth, C/FX (6.20); 7777 Andy Warren, 1967 Plymouth, NSS/B (6.65); 3700 Donnie Wilson, 1965 Dodge, NSS/B (6.65); 7834 Mike DeChicco, 1965 Dodge, NSS/A (6.35); 1964 Scott Bourell, 1964 Dodge, NSS/C (7.00); 8040 Bob Muehlenbein, 1964 Dodge, NSS/D (7.30); 7817 Reese Smith, 1964 Plymouth, NSS/C (7.00); 7602 Dallas Schultz, 1965 Dodge, NSS/A (6.35); 7017 Joe Ewing, 1963 Dodge, NSS/B (6.65); 7410 Mick Alles, 1964 Plymouth, NSS/C (7.00); Q361 Kurt TeVault, 1965 Plymouth, NSS/A (6.35); 7251 Bill White, 1965 Chevelle, A/FX (5.90); 6209 Kenny Gresham, 1962 Chevrolet, NSS/C (7.00); 7304 Dave Isom, 1965 Plymouth, NSS/A (6.35); 7068 David Munsterman, 1964 Dodge, NSS/A (6.35); 7266 Darrell Walker, 1966 Chevrolet, NSS/B (6.65); 6014 Mike Furgye, 1963 Plymouth, NSS/C (7.00); H236 Kevin Miller, 1965 Dodge. NSS/E (7.60); 757 Earl Hayes, 1967 Ford, NSS/C (7.00); P63 Dave Leslie, 1964 Plymouth (-); A330 Tommy Sedlock, 1964 Plymouth, NSS/A (6.35); 7572 Gabriel Ray, 1965 Chevelle, NSS/C (7.00); 1274 Bob Durling, 1963 Plymouth, NSS/C (7.00)

Qualifying Order
1. Gresham 7.004; 2. Walker 6.656; 3. Muehlenbein 7.307;
4. DeChicco 6.3511; 5. Durling 7.016; 6. Alles 7.025; 7. Sedlock 6.377; 8. Warren 6.677; 9. Ewing 6.681; 10. Duvall Jr. 7.340; 11. Schultz 6.395; 12. Smith 7.095; 13. TeVault 6.45; 14. Ray 7.108; 15. Wilson 6.762; 16. Isom 6.503; 17. Munsterman 7.490; 18. Duell 6.19; 19. Miller 7.583; 20. Bourell 7.239; 21. White 5.833
NSS Eliminator Results
Final
7410 Alles (.1490) 1.5500; 7.0359@97.40 win
7266 Walker (.1368) 1.4853; 6.791@102.32
Semifinals
A330 Sedlock (.1570) 1.3640; 6.3490@107.90
7266 Walker (.1589) 1.4620; 6.6870@102.96 win

7410 Alles (.0939) 1.552; 7.0259@98.07 bye
Quarterfinals
7354 Duvall Jr. (-.0151) 1.6149: 7.3260@93.77 red
7266 Walker (.1269) 1.4132; 6.6141@102.50 win

A330 Sedlock (.1647) 1.3824; 6.3611@108.99 win
7572 Ray (-.0151) 1.5129; 6.9691@98.04 red

1 Duell (.1150) 1.3419; 6.2010@110.56
7410 Alles (.0309) 1.5621; 7.0500@97.19 win
Round Two
A330 Sedlock (.1520) 1.3789; 6.3619@108.66 win
6209 Gresham (.1460) 1.5150; 7.0460@95.74

7354 Duvall Jr. (.0589) 1.6152; 7.3761@91.25 win
1274 Durling (.1260) 1.5650; 7.0409@96.39

7410 Alles (.1289) 1.5283; 7.0001@96.34 win
7251 White (.0441) 1.4447; 6.2857@112.96

H236 Miller (.0700) 1.6209; 7.5640@86.70
7572 Ray (.0851) 1.5251; 7.0208@97.41 win

1 Duell (.1239) 1.3381; 6.2950@98.26 win
Q361 TeVault (.1570) 1.4141; 6.4391@107.61

7266 Walker (.0341) 1.4178; 6.6169@102.97 bye
Round One
7817 Smith (.0300) 1.6021; 7.1832@97.13
7266 Walker (.1049) 1.4261; 6.7052@94.08 win

7834 DeChicco (.0250) 1.3479; 6.3439@101.58
7572 Ray (.0810) 1.5178; 6.9969@97.46 win

7410 Alles (.0449) 1.5252; 7.0150@93.95 win
7304 Isom (.1669) 1.4562; 6.5211@103.90

7602 Schultz (.1009) 1.3560; 6.3139@108.73
7251 White (.0930) 1.3279; 5.9899@115.68 win

1964 Bourell (.0451) 1.7799; 7.3658@91.43
7354 Duvall Jr. (.0350) 1.6160; 7.3549@92.97 win

8040 Muehlenbein (-.0441) 1.5612; 7.3271@92.95 red
Q361 TeVault (-.0088) 1.4038; 6.4087@107.67 win

1 Duell (.0468) 1.3430; 6.1932@110.83 win
7777 Warren (.0608) 1.4142; 6.6083@103.22

H236 Miller (-.0242) 1.6152; 7.5532@89.60 broke single

1274 Durling (.0462) 1.5317; 6.9958@98.29 broke single

A330 Sedlock (-.0700) 1.3849; 6.3879@108.48 broke single

6209 Gresham (.0680) 1.4859; 7.0061@95.94 bye
Second Chance Eliminator
Final
7017 Ewing (.0439) 1.4229; 6.6912@96.76 win
8040 Muehlenbein (.1260) 1.5479; 7.3010@93.14
Semifinal
8040 Muehlenbein (.1311) 1.5538; 7.3340@92.77 win
7834 DeChicco (.1390) 1.3478; 6.3390@107.95

7017 Ewing (.1230) 1.4341; 6.6679@102.97 bye
First Round
8040 Muehlenbein (.1631) 1.5477; 7.3127@92.77 win
7817 Smith (.0298) 1.5482; 7.1960@97.24

7017 Ewing (.0350) 1.4180; 6.6520@102.75 win
7777 Warren (.0410) 1.4180; 6.6479@103.46

7834 DeChicco (.0490) 1.3600; 6.4969@92.05 win
7304 Isom (.3341) 1.4060; 6.4248@106.89

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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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The below are just a few of the many Texas Whale Racing Items. The actual items look far better than the lo-res images representing them below. Everything from Stadium blankets to throw pillows; clothing for infants, toddlers, and children; shot glasses, coffee mugs and cozies; calendars, posters, and mouse pads. Over 100 different items using the above Texas Whale Image are in the gift shop.

You can buy these items directly from Cafe Press by Clicking Here, however you can buy all of these exact same items for far less by instead Clicking Here T-Shirts are as low as $11.99, and sizes go as large as 4XL for us "Full-Figured" guys

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For eight years the forums on the Old Hippie web site has been the place to discuss just about everything under the sun. The below is a listing of the forums you will find over there:

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After a 7-year adventure, the Texas Whale was recently finished, and I've been looking for a local event to take it for Test 'n Tune to identify and fix teething issues.

Last Thursday, Dallas tells me that the 2nd Annual Brandt Nationals was going to be held at Lonestar in Sealy on Saturday. The Brandt Nationals is charity Race and Show, benefitting a local organization funding sporting events for kids with Down's Syndrome. We were told that there would be Test and Tune from 10AM to 2PM — and then racing with Indexes of 6.5, 7.0, 7.5, and 8.0. I didn't want to run the Whale in the Index races (which are mostly full electronics/trans brake cars) as I was just wanting to make easy low RPM passes to breaking the motor and make sure I had brakes (I didn't have good enough and need to change the MC), and that nothing fell off. Dallas' black Coronet was too fast for the Indexes, and for that track, but the Demon he ran from 2004 to 2009 and the Vitamin C car can easily be dialed into 7.0 cars, with a little manipulation of added weight. Dallas had never raced the Vitamin C (I run it in NMCA's Points Series), and has always been dead nuts on with the Demon — but the belts had expired on the Demon (which is For Sale) — so he decided to try the Vitamin C.

We arrived at the track at 11:30.  They'd changed the schedule — and were starting Qualifying. I made a pair of qualifying runs in the Whale, and all was well except that the brakes weren't doing their job (Master Cylinder too small), plus I pissed off the track by making a full 1/4 mile pass (they'd only prepped for an 1/8) and going too fast — so we trailered the wagon satisfied that it would be ready for the race in Dallas 5/14.

Our cars are set up to run Nostalgia Super Stock and our rules do not allow trans-brakes, electronics, no air-shifters, and we run on skinny 10.5W slicks. We also run a Sportsman Tree — and frankly neither of us have ever run a Pro-Tree in competition. The cars in Dallas' index were mostly fat slick, trans-brake, electronics cars with delay boxes — and the Tree was a Pro-Tree. It put Dallas at a big disadvantage. We slow the cars down to the index by adding and subtracting loose weight in the weight box (and permanent weight bolted to the frame) as opposed to setting a delay in a delay box. We first unbolted 150 pounds from the frame — as Dallas weighs 150 pounds less than me. We then adjusted the loose weight in the weight box in 10 pound increments to have the car run as close to 7.01 as we could. All rounds were 7.018 to 7.042.

In the first round, Dallas treed a pretty blue 65 Plymouth. They both ran a 7.03 but Dallas had a better reaction time.

In the second round — Dallas again had a reaction time win over a very strange electric car. Yup, a 7.0 Pontiac Fiero with batteries in the trunk instead of a motor.  It was built by an electrical engineer.

The Semi-Final round had him bettering a Nova, and the Final round had him bettering a Trans AM. He did an excellent job, especially considering the disadvantage of a strange (to him) car, a Pro-Tree, and no electronics (his footbraking against their transbrakes). He won a 4' trophy and a 5-day trip to Cancun.

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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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Here’s a kool way to use an old cell phone to find a stolen race car and or trailer.

First you need an old cell phone that has the auto-answer feature so much loved by Islamic terrorists for their bombs. In the phones options — set to auto-answer.

Then you need a 12V charger for the phone. Cut off the cigar lighter end, and wire to the trailer’s winch battery or the race cars 12V battery. I have no idea what happens when wired to a 16V source. On the race car — you have to take into consideration the battery cut off when you wire to the battery. The phone end needs to be direct wired to the phone to replace the phone’s battery. Make the connection strong enough to take the rigors of drag racing or trailering.

While you have the phone open to hard wire the charger, you need to write down the 15-digit phone identification number and keep it where you can have quick access to it if the vehicle is stolen.

Get a super cheap phone plan. Some companies have an emergency plan of $1.95 a year if never used until an emergency.

Have the phone in a water tight and low vibration mounting situation that doesn’t block the reception. Use your creativity if you want to remove when racing and quickly put into position when not racing.

If the car and/or trailer is ever stolen, you can call the police with the 15-digit number and the phone company’s number — and they can get the location of the car/trailer through a triangulation of cell towers.

Works with anything having a 12V source.

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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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I bought this car a few years back as an engine test bed, from when I was in the Mopar race engine building business. I wanted a car that we could quickly swap new engine formulas into, and take to the track for testing.

The car was built to run in a Street Car style class – (horn, brake lights, turn signals, parking lights, headlights, mufflers, etc…) where it would make a 20 mile trip, and then the laughing gas would be turned on for a couple of 8-second blasts on NOS. It was actually quite infamous in the St. Louis area for a while, before going to Detroit.

The Chassis was built by Jeffers Pro Cars in the St. Louis area – some years back. The motor is an Indy SR Head 440, DinVinchi carb, Jessel belt drive, and other trick parts. The transmission is a Pro-Race transbrake. Both engine and transmission had just been rebuilt and zero passes on them at the time I bought the car.

When we got the car – we took it to Houston Raceway Park for two passes (actually had planned on more – but a door latch broke and couldn’t be fixed at the track) on just the motor to make sure it was all good.

Shortly thereafter, I sold the engine building business, but my son was interested in running in that class, so we disassembled the car and the body was treated to a $20,000+ paint and body job. Everything was repaired, doors latches better reinforced, car was sanded smooth, properly primed, then the basecoat/clear coat in Guardian (Porsche) Red – before being color sanded. The paint is as smooth as glass and flawless. Show car quality – not race car quality.

A forum thread with progress photos of this build can be found at: http://www.moparstyle.com/forums/car-builds-progress-threads/9107-tube-chassis-barracudas-rebuild.html — it will answer a lot of questions.

While the engine was out – Damon from Diamondback Engines pulled the pan, a couple bearing caps and rod caps to verify we hadn’t been lied to – and he found the bearings to be all new. All other inspections of the engine also verified this motor had a professional rebuild. We didn’t pull the transmission apart – but you can see all new gaskets and it worked like a charm on the two test runs.

The car has been fully assembled, with any questionable part replaced with new. The fuel pump was sent to Barry Grant to be rebuilt and tested on a flow bench. Diamondback Engines tuned the motor. All of the NOS items are in place – but frankly since we’re all NSS racers – that’s above our pay grade to tune – and so we’ll leave that to the buyer. The chassis was NHRA certified in mid February 2011. The doors and front clip are fiberglass, and the windows are Lexan. Slicks have two easy passes on them.

As luck has it – my son became more interested in running Nostalgia Super stock, so I need to take a bath on what I have in this car. My loss will be someone’s gain. All this car needs is a new owner, for him to buy the harness and window net (color/style) of his choice, and take to the track to tune the NOS.

The best way to contact me is by email davetheoldhippie@gmail.com. My cell phone is 713-899-7704 if you prefer. The price is for a quick sale and firm.

Delivery can be arranged – and I can keep it safely in my shop for a reasonable period of time.

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Photo of the actual headers on TTI’s mock up

To date, 2.125″ primaries have been the biggest headers for 63-65 Mopars, unless you wanted to spend over $3000 for a header tube kit, labor, and coating for custom headers. If you have the Indy 572-13 heads — you had to have custom headers made with the 572 flanges. I have custom 2 1/4″ headers on both Big Red Ram and the Texas Whale.

At the Monster two years ago — Dallas won a $500 coupon for TTI headers. I’ve been hawking Sam Davis at TTI for years now to come out with 2 1/4″ primary headers — and when I wanted to cash in my coupon — I twisted his arm again. I told him that Dallas has a low 9 second Coronet with a 572CI motor using 440-1 heads, and that I’d like for the car to have the best breathing headers I can get, have removable collectors and cut flanges for easy maintenance at the track, and the ability to continue using them if I put 572 heads on the car.

What Sam came up with is a set of headers that use 572 head flanges, have the primaries step from 2.25″ to 2.125″, have the flanges nicely trimmed for a front, rear, and pair of center tubes going into the massive collectors, and coated. It took a couple of stabs at it because we use a B&M deep transmission pan, CSR Carbon Fiber trans shield, and a PPP shifter — so Sam bought those items for his mock up buck — and created a nice compact PPP shifter cable bracket that also is a CSR shield bracket. Very nice piece.

We were able to install this in Dallas’ 65 Coronet while on jack stands, by only removing the spark plugs. Nothing else needed to be loosened. It is a tight fit in the engine compartment, around the starter, and the transmission — but you don’t have a lot of real estate to work with in a 62-65 B-Body with all the race stuff, and that’s why TTI has resisted doing these for so long. We did need to switch from a full size Ram truck starter to a mini starter. We used a Powermaster 9523, which is clockable, but Sam assures me that the less expensive 9513 also fits. These are very nice headers — and we’re expecting to see some good performance gains from them.

Now that TTI has these headers mapped, they can make them for other Mopar 63-65 B-Body racers. Since they’ve made them to fit around carbon fiber trans shields, B&M deep transmission pans, and have a replacement for the biggest shifter cable bracket known to man — they should fit just about anything a NSS racer with a 63-65 B-Body has. Since these are semi-custom headers (440-1 or 571-13 flange, cut or uncut, coated or uncoated, polished or unpolished), I would suggest ordering directly from TTI until they have part numbers for the variations. I have no idea what they’ll be priced at — as Sam and I worked out a banner deal on my web sites plus the coupon — but it will certainly be less than full custom headers — and you don’t have to ship your car somewhere. I’m guessing less than 1/3 for custom coated headers.

Please remember — that for years TTI has been a good sponsor of the Dave Duell Classic. Combine that with the best breathing non-custom headers for a BB 63-65 Mopar — and TTI is one of the few working to help NSS Racers.

TTI’s Web Site

Update 2/25/2011

Added a couple of engine compartment photos of the headers in Dallas’ Black Coronet.

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I'm sure most of you have heard (was reported on both NSS sites and the NSS forum) about 00 Joe falling off his motorhome and breaking the ankle of one foot and the heel of the other. The first surgery was about two weeks ago.

Double O Joe will be having surgery on the other foot this coming Monday. Therapy will be a very long process. He will be in a wheel chair for some time, before he can even get to the stage of using a walker.

I'm sure Joe has the best wishes of all Nostalgia Super Stock Racers.

While NSS Racers and Nostalgia Drag Racers has all of this news, and has announced events like the Dave Duel Classic — it appears so few NSS racers check the site to keep up to date with what's going on. Quite a few members are asking questions long ago answered on these sites. I guess you can inform NSS Racers about where to find information regarding news and events specific to them — but you can't force them to read it. It would help if those of you informed about .00 Joe, the Dave Duell Classic, the 40+ NSS races listed in the events column of Nostalgia Drag Racers, the new NMCA points structure, rule changes, and other NSS News to contact those who are in the dark — and let them know what's going on. It is amazing how many haven't heard any of the recent news — and are calling to ask questions long ago answered. Need to get the grapevine working for those who are not Internet savvy.

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If you or your team have made major updates to your NSS car, or you just attended a NSS event, feel free to submit your “Ready For Print” story for inclusion on this page. Simply prepare your story in a word-processor like Word, so you can proof read it with the Spell and grammar checker, and then copy and paste into a new thread at: http://nostalgiadragracers.proboards.com/index.cgi?board=nss, complete with any photos.

If the story is judged to be properly prepared and on topic — we’ll post it on this page. The site’s administrator’s time is limited, as to where he will not have the ability to edit your story for spelling and readability — so please take the appropriate time to prepare your story — or seek the help of someone more at ease reporting.

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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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NMC Legal for NMCA Racing

I built this car for my daughter to race in the Nostalgia Muscle Car class of NMCA, but her job and later a marriage didn't leave her any time to race. It has maybe 20 passes on it since completed.

It is a very solid and safe race car that goes as straight as a string. It was way over built to be low maintenance and run in the 12.0 index of NMC. I offer it for a quick sale of $10,000. I have over $20,000 and 600 hours in it. It is ready to race and win right now — and needs nothing.

ABOVE VIDEO: The car had a 408 put in it for one event — where it ran high 10s. This first pass was 11.1. I have a newly built pump gas 408ci Street/Strip motor for sale — and can put it in the car if you're looking to go mid/high 10s. Engine is $7500 upgrade. It is new and Diamondback Engines was selling them for $8995.

http://www.moparstyle.com/classifiedads/showproduct.php?product=810&title=mopar-408ci-aluminum-magnum-style-head-race-motor&cat=6

408 Aluminum Magnum Head motor above or 408 Aluminum Performer Head below. $7500 upgrade installed — either for the same price. I keep the 360.

http://www.moparstyle.com/classifiedads/showproduct.php?product=811&title=liquidation-sale408-ci-mopar-pump-gas-race-motor&cat=21

Video of showing my daughter how to do a 2nd to 3rd gear burnout with the 360 currently in the car

The chassis is properly set up with a Mopar Performance proven recipe using SS Springs and off-set shackles. The car hooks very well. The engine is a mild Mopar Performance recipe 360, which we ran with a mixture of 1/3 Sunoco blue and 2/3 octane — or straight 104 octane. A-Body 8 3/4" with Moser spool and alloy axles, and 4.10 Richmond race gears. New slicks with 2 passes on them. Manual reverse valve body 727, PTC 9" convertor, and CSR carbon fiber trans-shield.

Full complement of Autometer gauges, including fuel pressure. Cheatah shifter with line lock. Wilwood style aluminum master cylinder. Header evacs. The K-frame, trunk pan, and both sides of the floor boards were stripped and painted with POR15. The underside of the car was cleaned every couple of races. Braided steel fuel lines from cell to the engine compartment.

Only time slip I can find — but its gone faster. With a 408 for a weekend, it did a 10.6 with a 1.48 60'

clean, and rust-free underside that has been painted in POR15 for easy cleaning. Note sub-frame connectors, driveshaft loop, deep transmission pan, …

Cleaned to bare metal before paint

Engine compartment cleaned, primed, and painted. K-Frame painted in POR15.

Old Interior removed, floors taken to bare metal and POR15

Shifter recently changed to Cheatah

Driver's seat adjustable for drivers 6' 4" to 5' 4".

It would take at least $20,000 and 600 hours to get a rust-free car, cage it, sub-frame connect it, scrape and POR15 it, set up the chassis, put in a long lasting and dependable drivetrain, use all of the quality electrical/ignition parts, wheels and tires, spool/axel/race gears/springs, and paint it to look and perform as well as this car — or you can plop down $10Grand and race tonight. My sacrifice is your bonus if you're the one to jump on this car.

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The car was bought in October 2003 on eBay, and transported from California to Texas. Dave’s wife and yard man laughed hysterically when it was unloaded and Dave stated he was going to turn it into a Nostalgia Super Stock race car.

The car was pressure washed and stripped, then carted to friend, Ken Presley, in Conway, AR. Ken sandblasted the body, repaired the rust issues, and sprayed the car in primer.

It was then taken to Texas Thunder Performance in November 2004, where it spent about a year in the back shed waiting its turn. In January 2006, it made its way to the shop, where it was converted to a 2-door wagon, using a 1960 Plymouth 2-door post as the donor for the middle section. 1960 was the last year that Plymouth made a full-size 2-door wagon.

After the conversion to a 2-door wagon, work on the 4-link and cage began in November 2007.

In early 2009, Lexan was cut and fitted. Molds were made of the fenders, hood, bumpers, and tailgate — and fiberglass parts pulled from them.

In late 2009 the body was smoothed and the car was painted red.

In early 2010, the engine was test fitted and custom headers made. The front suspension was also rebuilt at that time.

In the Spring of 2010, the graphics were laid out onto the car.

In the Summer of 2010 — the graphics were finished

In late summer of 2010, final assembly began.

On November 9th of 2010 the car was picked up from Texas and brought down to our shop for the last 5% to be finished.

More photos of the work performed at our shop in Richmond, TX to follow. Click here to view the “Coming Out” photos.

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Big Red Ram For Sale

High 8-second/low 9-Second Nostalgia Super Stock

1965 Dodge Coronet

This is a professional built race car by Texas Thunder Performance, made specifically for Nostalgia Super Stick Drag Racing. It has been freshened up with a brand new Diamondback 580ci engine and Bonifante clutch — and ready to compete NOW!

Chassis
	Coil over Ladder Bar
	Double adjustable shocks
	Wilwood Brakes (all corners)
	Ford 9" Back-braced Nodular
	Dynotech Aluminum Driveshaft
	New Mickey Thompson 10.5WX15X31 Slicks
	New Moroso Front Tires
	ProStar Wheels 12" Rear / 6" Front
	Welded In Sub-Frame Connectors
	Strange Alloy Axles & Spool
	Richmond Race Gears (4.54:1)
	Smoothed and  Powder Coated K-Frame
	All New Front End Components
	Underside Cleaned and Painted with POR15 Grey
	Wilwood Master Cylinder
	Master Cylinder Heat Shield
Interior
	Full carpet, headliner, and door panels
	Simulated Leather Sports Seats
	Autometer 5" recording Tach
	Autometer fuel Gauge
	Autometer Voltmeter Gauge
	Autometer Oil Pressure Gauge
	Autometer Collant Temp Gauge
	Removable Wood Steering Wheel
	Tach Mounted Low Oil Pressure Warning Light
Electrical/Ignition
	MSD 7AL3 Box
	Painless Roll Cage Mounted Switchbox
	MSD Pro Power Coil
	New 16V Battery
	16V/12V Splitter
Exterior
	Fiberglass Bumpers
	Fiberglass Front Fenders
	Fiberglass Hood and Decklid
	Fiberglass Doors
	Lexan
	Wheelie Bars
	Chute
	Custom Car Cover
Fuel
	8 Gallon JAZ Fuel Cell Properly Mounted
	Magna Fuel 1000+ HP Fuel Pump
	-AN10 Braided lines to front
	-AN8 return and regulator to Carb Lines
	MagnaFuel Regulator
Engine (580CI Wedge)
NEW MOTOR!	Indy Aluminum Wet Block
All Brand New Parts	Callies Crank
	Weisco Pistons
	Manly Rods
	Indy CNC Ported 572-16 Heads
	TD Rocker Assembly
	Milodon External Swing Arm Oil Pump
	Bullet Custom Grind Roller Cam
	Indy Aluminum Sprayer Valve Covers
	Gear Drive Timing
	MSD Crank Trigger
	Brand New Custom 2 1/4" Ceramic Coated Headers
	Powermaster Starter
	Indy NSS 2X4 Intake
	Pair of Diamondback Prepared 800CFM AFB Carbs
	SFI Balancer
	CSR Water Pump
	Moroso 4-Vane Vacuum Pump
	Milodon Oil Pan
Transmission	Jerico 4-Speed (recent Rebuild
	Boninfante Single Disk Clutch (Just Rebuilt – new disk and flywheel)
	Long Pistol Grip V-Gate Shifter w/Line Lock Button
	Lakewood Scatter Shield

With an iron block, 440-1 head, 540ci Diamondback Engine, this car had a best of 9.375 @ 145 MPH in the quarter. It now has a a BRAND NEW Aluminum Block, 572-16 head, 580ci Diamondback Engine with an estimated 100HP more and 100 pounds less. The motor has not yet made its initial break-in Full Passes — but it is expected to bring this car into the 8s.

Mark Artis of Texas Thunder Performance did all of the chassis, body, and most of the assembly; and Damon Kuhn of Diamondback Engine built the engine, front end, and rebuilt the transmission. It would cost well over $100,000 to build a NSS car exactly like this.

I am moving into a 60 Plymouth Wagon for my NSS racing — and would like to see this car land in good hands. It is a very fast all motor car — and not for the inexperienced or faint of heart. It is turn-key ready to race in the Nostalgia Super Stock FX class with NMCA and most other organizations that race NSS. It needs absolutely nothing. Chrome Moly Chassis easily certifies for 8.50.

The price is $65,000 firm.














For more information, you can contact me: http://www.daveschultz.com/contact-dave/

The below videos are from when the car had the smaller iron motor in it. ;

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The Texas Whale is 1960 Plymouth Suburban 2-door wagon is being prepared for Nostalgia Super Stock Racing.

The process began when I bought the wagon in California in 2003, and took to a friend (Ken Presley) in Conway, Arkansas to have it stripped, gutted, blasted, repaired, and primed. It then went to Mark Artis at Texas Thunder in 2004. There it was converted into a 2-door wagon (Yes, Plymouth made over 500 1960 Plymouth 2 door wagons), and converted into a NSS legal race car. Coil-over 4-Link, Ford 9″ rear end, chrome moly cage, and front end rebuild were all performed by Mark Artis. Molds were made for the hood, fenders, bumpers, and deck lid — and fiberglass parts pulled from them. Mark performed all of the paint, body, assembly and interior — and made the custom headers for the Diamondback 580ci engine built by Damon Kuhn.

Mark Artis with his standard pose prior to the Whale Migrating South

Yesterday I picked the car up from the shop and brought back to my shop — where the last 100 or so hours of making ready to race will be performed. The below photos were taken just prior to my loading the car into the trailer for the trip home.

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