Category Archives: Drag Racing

Wheelie Bars, Trees, and Bumpers

At the shop Friday, I accomplished the following at the shop:

Last coat of red on the read end housing for Screamin Woody.

That was two cans of red primer and three cans of Banner Red paint. Also, cleaned, scuffed, taped off, primered and painted the wheelie bars.

Pressure washed the engine compartment of the 60 Plymouth after removing hood. The underside of hood needs to be taken down to bare metal and painted Corporate Blue.

The front suspension needs to be rebuilt, washed again, scuffed with brown 3M pads, painted Corporate Blue, and the front suspension painted POR15 Gloss black. The reason for Corporate Blue is that the car will get wrapped to look like the King’s 60 Plymouth (His first Top Rank NASCAR car) that sat out back of his shop for 50 years.

Headers are on the 383 that will go into the 60. Oil pan just came in. Still waiting on a push rod and a pair of adjusters to finish. Yes I’ll put a new Wix 51515 Oil Filter on it.

Bumper came off of my 78 Magnum – Ginger. It took a three hour drive with me to the chrome shop, to be stripped and re-plated.

They jumped on stripping to bare metal and sent me these photos.

They promised it will be ready in three weeks. We’ll see! The huge full width  bumper mount will get wire brushed and a couple coats of black POR15.

While on the topic of Magnum, the radio (from a 99 Durango that I Installed 15 years ago) was pulled out and tested as it has it’s volume and reception goes up and down. It works bench tested, but in car its a big power draw. Testing still required to figure out.

And staying on the subject of my 78 Magnum, about 15 years ago I made a custom dash panel and filled it with Dakota Digital gauges. The tach has gone dim on me, and they’re not as Kool now as 15 years ago. Below is an old photo, as the column shift has been replaced with a floor shift and console.

So I bought a stock dash panel to fill with after market gauges.

The gauge holes measure two at 4″ and two at 2 5/8″. 4″ gauges are limited, and I’m two holes short for a full set if I couldn’t find a combo. While pricey, I did find what I needed.

I ordered them with a white face with black day face and green on black night face. Ordered a clock and a oil temp with same face and bezel to fill the 2 5/8″ holes. It rocked me about a grand, and will take 4-5 weeks to make. I’m sure there will be a lot of Dremel tool action to the dash panel to get them in.

The sheet metal was removed from my 99 Drifter 1500 and taken to Randy Stansbury for a 3-stage metallic red paint job. The clutch was rebuilt and drivetrain serviced a couple of weeks ago. Got the frame all purdied up while waiting on sheet metal to get delivered to me in Indy.

That’ my now almost 31-year-old son on the bike. Saddle bags, windshield and Baby Ape Hangers bars have been added over the years.

Red and black is my favorite color combo. I hope it looks good on this bike.

Finally the trees. At my little cabin on the lake, I had a 30′ Oak tree that died. I had a professional crew come out to take it down and grind the stump down. It was surrounded on three sides by a pool, patio and wrought Iron fence – so I wanted no part of it.

Also had three 30-gallon Mexican Fan palms planted.

All in all, I’ve had a pretty busy and productive week. The plan is to just rest this weekend by paying bills and reconcile checking accounts, catch up on some computer work –  and watch the Stros, Texans and NHRA. Monday we head to Indy for the Finals.

Polish, D-Rings, New seats, Engine Assembly and Paint

What does all of that have in common? It and more happened at the shop yesterday.

All of the aluminum in the truck of the Thug got polished up.

Before

After

I needed more loose weight as I’d been borrowing from 00Joe and Dennis Breeden, so bought a couple dumbbells and chopped off the ends.

Photo is upside down, they weigh 11.1 pounds each.

I bought an aluminum trailer from Jim Bailey, but since his car was much shorter, I didn’t have enough angle for front straps, and damaged the paint on the Thug. Yesterday I cut 3″ holes through the aluminum floor and took a high speed bit to it to shape for 6,000 pound recessed D-Rings. A few bolt holes, carriage bolts and impact wrench to drive nuts on and I’m now good to go.

Moving onto my 1960 Plymouth, the Leaning Tower of Power was pulled in favor of an approximate 450 hp 383 that was in the Thug when it was a street racer 15 years ago. The 383 was assembled as far as it can go until another parts delivery arrives. Also found a bent push rod a two bad rocker adjusters, so they were ordered.


Also painted and wrapped the low mileage and strong 6-banger that came out of the Plymouth, before putting it into the shed.

I bought a set of like new black leather seats from a 2-door BMW and installed into my 78 Magnum. They looked great in the car but my “Full-Figured” ass  was too wide to be comfortable. So they were yanked out in favor of new leather aftermarket, which took 3.5 months to get here.

Wrapped these seats, which are for sale. If you have a Muscle Car with black interior, there’s nothing like the comfort of modern power seats.

These are the aftermarket leather seats. No power, and they have a satin look to them, which maybe leather conditioner might shine up, but they’re very comfortable.

Also found a couple of hours to mow my 5 acres and wash Zero turn.

Fixin to head out to the shop for another very full day.

Brought The Texas Thug Home

As previously reported, the Thug acquired a trailer rash, and I’d took it to my buddy (Randy Standsbury) in Louisiana. He was to fix the damage, redo the bumpers, paint the underside of the hood, and apply the door decals I had made.

So Wednesday I left at about 4 am and headed into the Louisiana swamps. I arrived at Randy’s at about 8:30 and looked over the car before loading. Randy did a great job.

I strapped the car in and headed back to SE Texas. I stopped 60 miles up the road for diesel and DEF, and checked the straps- they were loose and I gave them a couple of cranks to tighten. I stopped another 80 up the road, and again gave a couple of cranks. And yet when I got home, the car had moved over and acquired another little rash.

I ‘d just bought this trailer from Jim Bailey, and he’d towed a Drag Pak, which is far shorter.  I’ve ordered a 3″ metal hole saw, 4 6,000# recessed D-Rings, new straps and I’m gonna fix this problem!

In the stacker, I bought new straps eliminating the short strap, and some 3-stud D Rings for the aircraft tracks. Twenty years of trailering cars, and I’ve never had the problems I’m having with this car!

All nuts and bolts under the car have been checked and tightened and the oil changed. Monday the slicks come off the car to get washed on both sides and polished and rotated to other side. I’ll polish the aluminum in the trunk and the Lexan before loading up for Indy.

In other shop news, the 81 Imperial has been taken out of a 12 year hibernation, had its gas drained, the carb rebuilt, the oil changed, and new master cylinder and wheel caliper installed. I’ve owned the car since the mid 80s, I restored it about 15 years ago with a high performance drive train (380hp 360ci/street-strip 904/8.75″ rear end with 355 gears), but its time to  move on with a lot of these  cars I never drive.

When I bought the Texas Thug in 2001, it was a street racer with 17″ street slicks, a solid lifter/aluminum head 383 that had just been rebuilt, and a V-Gate shifted 4-speed. When delivered I took for a quick ride, and it was scary fast for such a small displacement. I took the car to Mark Artis at Texas Thunder Performance. He needed the 4-speed pedals for Big Red Ram. He took the big brake pedal, engine and transmission that was in Big Red Ram and put into that car – and then back-halved with a 4-link. It was my bracket car, later getting a 540ci with tunnel ram and a pair of 1180 Dominators.

So the engine that was originally in the car has been wrapped and stored for nearly two decades. I’ve pulled the Leaning Tower of Power and Three on the Tree out of my 60 Plymouth (another of my keepers) and will put a bad V-8 and 5 or 6 speed in it. I had my engine guy disassemble the 383 (heads and oil pan) and verify that it had been a fresh rebuild. He says the bearings look new and you can see a cross hatch on the cylinder walls. So I cleaned, primered and painted the short block so that it can be reassembled.

Finally, for 40 years I’ve always had a Chrysler convertible. In the 80s a 67 Newport, in the early 90s a 64 300, and late 90’s a 65 300. Almost 20 years ago, I bought a 64 Imperial Crown Convertible (my Dream Car, besides a 65 300L 4-speed convertible) off a 90+ year old lady who had received it new as a gift for her 50th birthday. I drove if for years and then it developed a lifter noise about 15 years ago, so I parked it. These are fairly rare cars now. Only 900 were made and Haggerty estimates that less than 200 exist in any condition. The best ones sell for $80k+ and ones like mine $30k-$40k.

Well the gas was drained, carb rebuilt, lifter noise fixed, new brakes on all four corners, new wheel cylinders, new master cylinder, and new brake lines. The top pump fixed an levels topped off. Also the fuel sender was replaced as it read empty. Yesterday I took for a 50 mile shake down ride. below are the videos.

I order new carpet and an Electronic ignition conversion kit. After that will be new tires and wheels, and exhaust system. The interior is in great shape, but a little over due for leather conditioner. Some of the interior chrome could use a good polishing. The paint is good except for a little bleaching on the trunk lid. I might see if I can get that repaired and the rest of the car power buffed. I’ve also considered getting crazy and wrapping in the same shade of green, but with wood grain side panels. The AC is worthless, and I looking at my options, including maybe installing a serpentine bracket system with modern AC/Power steering/Alternator.

That about brings things up to date with the shop happening.

Thug Ready To Go Back Into Battle

If you’ve read “Dave & Buster’s Excellent Adventure“, you’ll remember that my car didn’t have a full charge on the batteries for my Bye run in the Semis, and I had a stutter that felt like either lack of fuel or loss of ignition. I was able to get about 20 minutes of a charge before the Final, but I was dead right from the start with a 1.39 60′, and a couple Stutters in the run. Then about 150 miles from home, while driving in a bad storm, some idiot going about 30 pulled in front of my rig traveling in the left lane going 70. I locked up the brakes and was able to avoid hitting anything, but the car moved into a jack pouch and damaged the rear fender.

So, since I didn’t have a backup ignition and the batteries were a couple years old, I ordered a new 7AL2 Black box, new charger and two new batteries, just to be safe. While they were being shipped, The oil filter was cut open to see if there was any bearing material, as I felt the car might have been getting slower. The filter showed no gold, and in reality we had a strong tail wind Thursday and Friday; and a moderate tail cross on Friday and Saturday.

Moving onto the valve train, it was inspected and valves run. All was good. It was noticed, when getting the motor warm enough to run the valves, that the fuel pressure was a pound and half low. That too might explain speed falling off a little. My carb’s jetting was 113 square, and it has now been leaned up a little to 113/110.


Despite my batteries (when fully charged) being just as strong a week later, I replaced them anyway since I had bought the new ones. I’ll either use the older ones in the wagon, convert the Vitamin C to 16V, or sell cheap.

Pulled the Gold 7AL2 out of the Thug, and put it into The Vitamin C – just to make sure it runs right the next time I run that car. The Thug’s batteries were put in the Vitamin C, and it’s 7AL2 put in the trailer for a spare. While doing that, it was found the ignition wire had a very poor crimp in it, and it was a very loose connection. I’m pretty sure that was causing the stutter. That’s now fixed.

Also goin ons at the shop this week, was catching up mowing my five acres and the five acres of Miss Lavone (a sweet 93-year old lady) next door. The new air cleaner and valve covers on my 46 Olds street rod got a coat of gold paint, and drilled for breather and PCV. The Olds also got a new fuel pump and all it needs to be finished is an interior shop to do its magic and a new exhaust system.

Also had to reattach the fascia on my youngest daughters Hyundai, which appears to have been damaged by a concrete parking stop jumping in front of it.

Today, Randy Stansbury drove in from Louisiana to fix the damage from coming home from Joliet. While the primer was drying, he polished the car. Look at the below photo compared to the one at the beginning of this post.

Randy then laid a coat of base and clear over primed repair, and I’ll try to Blend Buff next week.

So after the blending, I’ll load the Thug into trailer to make room for a project, and I should be ready for Norwalk.

Dave & Buster’s Excellent Adventure

Last week was NMCA’s fourth race in the point series, held at Route 66 Raceway in Joliet, IL. My wife had just had surgery on both feet, so it was just us boyz – my Chocolate Lab Buster and me. We took “The Thug”, which is a car I’d just finished a couple of months ago and need some data on. Its first race was Bowling Green, where I broke a rocker shaft. The next race was the Hot Rod Reunion, where I only got three passes and was fighting a couple of problems. This would be its third event.

Monday morning I loaded up the stacker, and headed out Monday at about 2pm, as I wanted to avoid Houston’s traffic. I drove 300 miles to Atlanta, TX, where I parked in Walmart’s parking lot over night, and loaded up the coach’s fridge with groceries and adult beverages.

Tuesday, I had a leisure morning, leaving at 10am and driving a little less than 500 miles to Sikeston,  MO – which is the last known Walmart parking lot in that direction that I know will not give me a problem parking on the far side of their lot.

Wednesday, I again had a leisure morning and leaving at 10 am for the 350 mile drive up the middle of Illinois, known for ticketing rigs as long as mine for over length. I arrived at the staging area (the NASCAR Track across the street from Route 66) at about 4 pm. About ten years ago that would have me 3rd in line, but this year there were at least 100 racers ahead of me. Wednesday night there was a new record of over 350 racers in line for this race.

Thursday, morning in the past would have the track start moving vendors in at 10 am, and racers at 11 am. This year, to the surprise of almost all of us, they started moving us in at 8 am. We (Rollie saved spots for Doug Duell, 00Joe Ewing, the Frees Brothers and I) got to the pits at 10am and I was set up, credentials established, and car teched in by noon.

I paid the $40 (now there’s a racket!) for test and tune, and that opened at 1 pm. I wound up being the first car down the track.

I’d checked my left weight box and it was empty, and I assumed the right was also, and so I didn’t check it until after the 1st pass, where I found 58 pounds. That put me in an awkward position between the 9.50 & 9.75 index (with breakouts for NSS). I took the weight out and decided to see if I could get close to the 9.50 index by shifting at 7200 instead of 6800, where the car still felt like it was pulling.

That didn’t buy me near enough, and it appears 6800 is the right shift point.

I pulled a plug to see if I could increase timing or lean  jetting, but it appears I was where the timing and jetting should be. I had pulled one of the two batteries, and was about to pull a seat to drop 100 pounds, but Doug talked me out of that plan. Good plan Doug! So I put them back in, loaded both boxes with weight and headed to the lanes for a third Time Trial Hit.

I waited in the staging lanes for three and a half hours while I saw some cars go through twice. It pissed off a lot of racers. There were a ton of wrecks an oil downs causing chaos.

By the time I’d gone up to race after sitting for 210 minutes with the cut off switch on, and not enough of a charge on one of the batteries,  I barely got the car started –  and had only 11 volts. I backed out and only had 4 volts by the time I got back to the pits.

Friday we had two Qualifying hits. The first at 8:30am. The car did a monster wheel stand (I’ve not put wheelie bars on the car yet) and was too fast at 9.71.

We waited a long time for the second Qualifying, as there were again a lot of oil downs. I was dead nuts with a 5. That moved me to number two, behind Jeff Frees who was dead nuts with a 2.

Saturday morning at about 8:30 am we were called for our third qualifying. I thought I was set on kill to try for dead nuts with a 0 or 1, but I ran a 9.77. We did have to wait, and weather changes fast in the mornings. Also My 60′ was a little off. They were hand spraying just as we were pulling in, and didn’t give any time to dry. As a matter of fact a video shows someone spraying in back of my car as I was staged. It might have been that, but from then on my car seemed to lose a little more each pass.

Sheet after 3 hits had me stay #2

1st Round Ladder

In the first round on Saturday night  I had Geary (pronounced Gary, as it threw me off for years) Bates. Long story short, he gave me lane choice last time and I gave him lane choice this time. He wanted Left so he could use his door mirror to watch me come up on him. I’d set my car up for a 9.73 and did a 9.76 all out. Geary took a little too much stripe (14.5.’ according to “Run Completion”) and broke out with a 10.48 on 10.50.

Sunday morning Round Two was against a pretty black 67 10.0 Chevelle that I don’t recall seeing before. He came to my trailer and told me he’d been racing for decades, quit for a little while, recently started again, and had been to a couple races I been at. I offered him lane choice, and he also chose the Right Lane. This round was a gift. As my light counted down I lost focus because he’d not left before me, and I had a .109 light. I was even more confused when he’d still not left when I did. He had a .289 light. I gave it less than full throttle and just stayed a fender ahead of him for a 9.99. I couldn’t use the run as data as it was so screwed up. I didn’t even enter it.

At about noon, Round Three was against Kurt Neighbor kn his 9.50 yellow 65 Comet. He’d been both tough on the tree and running the number all weekend. I asked him what lane he wanted, willing to flip if he wanted Left, and he wanted the Right lane, which I feel is correct for the faster car. I bagged three and we had a great race (look at the package at the bottom of the below ticket) with me dragging the brake and a little lift at MPH cone .

Run completion says I cut it pretty close and almost broke out with a 9.71 had I not lifted when I did.

Since I was the number two qualifier, won my first three rounds and there were 23 racers, I won a Bye for the fourth round. It was a good thing I had the Bye. After Round Three, I attached the charger to the charging terminals on the car and started the generator. While I was doing this Jeff Frees and his entourage stopped by to congratulate me for the close race, and then Kurt stopped by. By the time they called us for Round Four, I realized I never plugged the charger in. When I started the car, I barely had 16 volts. The last time I had to start to move into burnout box, it slow cranked and I had 14 volts for my burnout. It stuttered badly after my second gear shift, and I just drove it at 4000 RPM to get off the track. I kinda was surprised it wouldn’t run with 14 volts. Anyway, I was glad it was a Bye. I hurried back to pit to put the charger on at 25 amps, and it was taking it all.

Kevin Gass was the winner of the other Semi. He came to my pit wanting the Left. By then I had made 7 of my last 8 passes in the Left lane, and wasn’t looking to switch, so we flipped. Thanks Bobby Barrick for a heads flip for me. They called us in less than a half hour and my batteries were still taking all 25 amps. I had a hair above 16 when I started the car, and a hair under when I staged. I was dead right from the hit with a 1.39 60′ and then a stutter. I never could catch Kevin.

While I wanted the win more than you can imagine, Kevin is both a great racer and a nice guy, so if I had to lose to someone…

Being an old one eye fat man racing without help, it took me until 9 pm to tear down the pit and load up the trailer. Being it was late, that I’d had a few cold adult beverages, and that I was tired — I decided to stay overnight at the track. I showered and got to bed at about 11 pm.

Monday, I was up at 5 am, had breakfast, walked Buster and pulled out into the fog at 6 am.

I drove hard and non-stop — pulling into my shop (almost 1200 miles from the track) at 11:58 pm on the same Calendar Day.

This morning , I unloaded the trailer for a major disappointment. I stopped every couple hundred miles to take a click or too out of the straps. However, I didn’t for last 300 miles because of heavy rain. Outside Lufkin I had to lock the brakes up and swerved into the next lane because of an idiot. I should have stopped and checked the car’s straps, but I didn’t.

I’ve got my bud Randy Standsbury, who painted the car, coming next week from Louisiana to fix it for me before the Norwalk race. The car will also be gone through to see where a little speed might picked up from.

Here’s a track photo from the NMCA Gallery.

Thursday and Friday was chaotic with all the oil downs setting the schedule hours late. However Saturday and Sunday went very smooth, especially for the number of cars racing. NMCA has their stuff together.

I’d like to thank my sponsors, but on this car I have none except the battery hold downs from Aerospace Components, which are pretty nice pieces and some help from Mancini Racing with an annual credit for misc parts. On this car, I paid for the new brakes, headers, fuel system, converter, and every single other part on the car. Missing a couple of years (family and car issues) hurt me in the help department.  I feel like I’m coming back with this car and the wagon, which I’m just starting to rebuild. I hope to have the rust knocked off me and the cars by the end of this year, and come back next year with a vengeance. While far from probable, with five rounds and  #2 Qualifier Points, if I was to run the table on the last two races – and the right people fell on their face – I have a chance still. Weirder stuff has happened, and it doesn’t hurt to think BIG.

Dave and Buster’s Excellent Adventure

Coach filled with water and secured for travel, air checked on Coach and trailer tires, Thug and Golf cart are loaded and strapped down, race and generator gas jugs are filled, limited amount of spare parts and supplies are attic of stacker.

Now I need to recover from near heat stroke, pack and load my clothes and personal crap, and shower then we’re ready for

Buster and Dave’s excellent adventure

to the Obnoxious Mustang Racer Nationals in Joliet. Will will leave at about 2pm to get under tomorrow’s Houston morning rush hour traffic with a five hour drive to Atlanta, TX for the night, and to load up on groceries and Lone Star beer.

Pulled MoHawk Out, Finish Ole Blue, Brakes on Barge and Some Pit Conveniences

For the last 35 years, I’ve always had a large Chrysler vert. There’s nothing like cruising down a country road at 70 with the top down on a land barge. In the 80s I had a 67 Newport and then a 64 300 vert. in the 90s I had a 65 300 vert. About 20 years ago I bought a 64 Imperial vert off the original owner and sold the 65.

So about six or seven years ago I parked the Imperial and haven’t driven it since. Last week I decided that I need to get it running well again and start driving. Yesterday the bad fuel was pumped out and fresh fuel put in, along with new battery. The car started but ran like crap. The plugs, cap, points, condenser, points, and wires were change, and it now purrs like a kitten . Also the value covers were pulled, sanded, primed and painted Mopar engine blue. I’ll do oil change next week.

There were no brakes, so today a new master cylinder was put on, and front brakes got new wheel cylinders. The drums and shoes were good. The back was a little more of an issue. I did have an old school drum puller to get the tapered hubs off, but they weren’t budging with any of the impact guns I have. I had to get my largest breaker bar with a jack handle slid over it – and put all of my 300 pounds behind it to break the press loose.

Again the drums and shoes were good, but the wheel cylinders were garbage. Replaced those, but couldn’t get the fluid to the back, so I ordered a pair of 72″ x 3/16″ brake lines, and a 36″ and 24″ and some couplers to run new lines front to back. That’ll be next week.

Moving onto Ole Blue, my 25 year old Harley. I finished getting the bags back on it, and adjusted the right handle bar controls so I can see out of my new right mirror.

Mounted a 50′ Goodyear air hose (a Doug ‘the Thug’ Duell tip from last month’s race) to my Coach’s 150 psi air supply – so I have air to power a pair of air bottle jacks – should I have a flat on the coach or stacker.

Also mounted a door cabinet on the stacker for cleaning supplies, and to hold a 25′ hose reel. Now I can plug the reel in and air up the race car’s tires without dragging my compressor to each wheel.

This was another theft of a Doug Duell pit tip

The parking light hole in the front bumper of the Texas Thug was filled with amber Plexiglass.

Finally, in the 80s I drove a pair of GT Hawk as my Daily Driver. Over 20 years ago I wanted to Kustomize one of them with a rack and Pinion steering, 340ci Motor, 5-speed transmission, Fins from a 60 Plymouth, and a front clip from a 53 Commander. The car would be “MoHawk”. It has been at various shops in that time – coming back worse than than it was when dropped off after paying tens of thousands of dollars. Anyway, it has been pulled out and cleaned out.

In the near future, I’ll separate the body from the tube chassis to handle making the chassis right at my shop, and I’ll find a decent metal working shop to cut the silly fins from the first shop off, graft on the 60 Plymouth fins, and make the body ready for paint. Then back to my shop for mating to the chassis, drive train, wiring, paint, trim and interior.

So that was my Thursday July 12, 2018.

Screamin Woody in the House!

Monday at 9 AM I left my shop in Beasley, TX and drove 950 miles to Evansville, IN., arriving at my room at 10 PM. Not much of the route is on Interstates, so I made pretty good time.

I showered and decompressed for a couple of hours before falling a sleep. At 7:30 I met my bestest racing bud, Doug Duell, at his Evansville KIA, where he showed me the major remodeling going on there. We hopped into my truck and headed next door to his Evansville Hyundai dealership, where I got to see the major expansion he did there late last year. He’d been storing my trailer there and shuttled my wagon to the Wrapper when she was ready to do the car. So we hooked up the trailer, headed over to the Wrapper, and loaded up the wagon.

Yes I bought Jim Bailey’s aluminum trailer, after he sold his Drag Pak to Jeff Frees. So I dropped Doug back off at his Kia dealership at 9:45 am, hit the trip meter on my truck, and headed back home. Doug went above and beyond helping on this wrap. Took a little longer to get back with the trailer and construction slowdowns, but I was there before midnight. Since I’d gone to Colorado a couple days earlier, I drove about 5000 miles in a week.

This morning, I unloaded the car into its spot for next six months (while I put it back together), put on jack stands, and dropped the trailer.

I didn’t have the flag that Mark Artis painted on the roof 13 years ago wrapped over.

Also going on in the shop today, was my 64 Imperial Convertible getting a new set of plugs, wires, cap, rotor, points and condenser. The car hadn’t been run in years, but fresh fuel and she purred like a kitten. The valve covers came off, got sanded down, a coat of primer, and a coat of Mopar blue – before going back on with new gaskets. Master cylinder came off as it needed to be replaced anyway, and it made it easier to get to #7 plug.

All four of the wheel cylinders are garbage, so lines were broken loose to drain and new wheel cylinders were be here in the morning. Drums haven’t been pulled yet, so don’t know if I’ll be ordering shoes and getting drums turned yet. Obviously needs an oil change. There’s a Sanden AC 134 retro kit with all of the hoses  compressor, bracket, drier, condenser, and other misc parts that are in the Imperial’s very near future.

Last week I disassembled Ole Blue, my Harley I bought new in 1993. I took off the speakers and other stereo equipment I couldn’t hear over my Sampson Dual Fishtail pipes. While apart, I had my daughter (who works three days a week in my shop) detail the sheet metal and chrome; and I ordered a new dash,  tank bib, knurled seat bolts, and leg wind deflectors. Hope conditioned the 25 year old leather seat and bags. I got it all but the bags assembled today, before the 97 degree heat and lack of sleep got to me and I had to call it quits.

I’ll finish the bags tomorrow so I can get it Inspected and renew the registration. I put Baby Ape bars on Ole Blue, my Geezerglide, and my Drifter 1500 last year; but as I work on freshening this bike I might go to old school Full Apes like I use to run on my bikes in the 70s.

Hope also detailed my 78 little Red Express, and I photographed and listed it for sale this evening.

Pretty busy day today, and I have a busy day planned for tomorrow – then Friday off to my little cabin on the lake as I haven’t been there in three weeks and have work I need to do there.

One of the Nicest Original 78 Dodge Little Red Expresses

Is For Sale

Photos were taken 7/11/18
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Mostly Original and Mint care taken of it

51,000 Miles

Cold Factory AC

Dodge made sure that the Lil Red Express would perform like no other. Right from the factory it came with the E58 police package 360 engine. 

Here is a list of factory-installed goodies and statistics on the 1978 and 1979 Lil red express truck

  • Lil Red Express rolled out in March 1978
  • Lil Red Express Had a production number of 2,188 for 1978 & 5,188 for 1979
  • Lil Red Express had a short wheel base (115 inch)
  • Lil Red Express had a gross vehicle weight of 6,100 pounds
  • Lil Red Express had a 360 V8 with a 850 cfm carter thermo-quad four barrel carburetor
  • Lil Red Express truck came Equipped with:
  •  E58 Police Engine
  • Super flow Heads
  • a police cam
  • Heavy duty Valve Springs
  • Cold Air Induction
  • Dual-Snorkel Air Intake
  • Dual Exhaust
  • Came with A-727 Torqueflite Transmission 2500 stall converter
  • The 1979 Lil Red Express included a Catalytic Converter
  • The 1979 had the Flat Hood
  • The 1979 Lil Red Express truck this year came with dual square headlights
  • Also, you could Find These Goodies on the Lil Red Express Truck:
  • Gold pin striping decals on the Doors & Tailgate
  • Oak body trim panels
  • Chrome Exhaust Tips
  • Chrome Valve Cover
  • Chrome Air Cleaner Cover
  • Chrome Side Bed Steps
  • Stainless Steel Heat Shield
  • The Lil Red Express Truck also got about 13 miles to the gallon
  • Dodge said it was the Fastest American Production vehicle for 1978
  • The Lil red truck had 225 Horsepower-3 Speed Automatic Transmission
  • 9¼ inch Rear End with Sure-Grip Differential & 3.55:1 Rear Gears
  • Rear Stabilizer Bar
  • Power Front Disc Brakes/Drums on Back

The 1978s are faster, more rare and far more desirable than the 1979s.

This is what I know about this particular mint truck:

About 12 years ago, I met a preacher in North Texas who was Little Red Express fanatic. He had two, and wanted to sell one of them. One was a non AC model with red seats, carpet and door panels for $22,000, and this far far nicer one for $40,000. I couldn’t justify paying $40K, and bought the not near as nice one.

Two years later, a lady who worked for the preacher and handle many of his personal affairs called to say that the preacher was terminally ill with cancer, and came down on the price to me because he wanted me to have, before putting on eBay. I bought the truck (about ten years ago) and sold the non AC truck to my son.

The preacher was too ill to meet with me, but the time before when I bought the other truck, he told me the truck was original and that held bought about 15 years prior from the original owner – and had rarely driven it. I asked if the wood was original, and he said he was told it was, but I questioned it being too nice. He said the original owner never drove it in the rain, and it spent every night of it life in a garage. This preacher had a huge beautiful home (preaching was very good to him I guess) and the garage that only this truck was kept in was the Taq Mahal of garages. I too have driven this truck very little, and it is stored a nice garage in a flannel lined custom cover that comes with the truck.

Because the Preacher hadn’t driven the last couple of years of his life, I had to do a little work to get it to run as great as it does.

While I really couldn’t verify all that I was told, I’d given the truck a though going over prior to buying it, and believe the flawless paint is original, as is the interior. The underside also made me feel the truck is an original low mileage truck, and not restored or ever wrecked.

I replaced the dealer installed non-Mopar (very common in 1978) radio Zenith radio/8-track with a rebuilt (and bluetooth added) Mopar Infinity stereo from late 90s and early 00s. It runs and drives great, and the only thing I know wrong with it is the speedometer runs about 20mph fast. it says you’re doing 80 when you’re doing 60.

About four years ago, my son sold me his truck back after it had been neglected so he could buy an engagement ring. I got it running right, polished it up and sold it to a guy in New Zealand two years ago for $28,000. He begged me to sell him this one for $35,000, but I wasn’t ready to sell. Now in retirement, I’m selling half of my 31 cars, trucks and motorcycles to make life simpler. I checked Hemmings.com and there are 8 LREs currently for sale, and the 79s not as nice as this rarer 78 are asking high $30s.

A fair, no haggle, quick sale price is $35,000 – the price I’d already turned down. So I’m not going to start at $40K and haggle down to $35k, but instead say the price is $35K firm – because soon (when I get some share time), I’ll blitz advertise this truck on Old Cars Trader, Racing Junk, EBay, Hemmings…

If you’re interested, email me at Davetheoldhippie @ gmail.com.

There are a few things only that I’d be interested in considering as a partial trade. Click here for the list. Do not call me with your brilliant idea on how to sell for me. I will hang up and block you.

Mopars in NSS Drag Racing

Mopars of NSS-Racing

Mopars of NSS-Racing

The products are made from hi-res photos of some of the best Mopars running in the Nostalgia Super Stock Indexes of drag racing
The new 2014 Mopars Racing in Nostalgia Super Stock Calendars are now ready. Actually you can set the starting month — it doesn’t have to start with January. They make excellent Christmas gifts for your Ford or Racing Friends. There is a 15% off code FALLING until September 26th.
sMopar-NSS-Racingsm1 sm2 sm3 sm4 sm5 sm6 sm7 sm8 sm9 sm10 sm11 sm12In addition to the Wall Calendars, there are coffee mugs, whiskey flasks, hitch plugs, can coolers, trailer magnets, and more featuring these Mopars — and the Fords and GMs racing in NSS.
http://www.oldhippiesgiftshop.com/

Fords of NSS Racing

The new 2014 Fords Racing in Nostalgia Super Stock Calendars are now ready. Actually you can set the starting month — it doesn’t have to start with January. They make excellent Christmas gifts for your Ford or Racing Friends. There is a 15% off code FALLING until September 26th.

Fords of NSS Racing #2

Fords of NSS Racing #2
Fords and Mercurys of Nostalgia Super Stock Racing.

Below are the low-res versions of the high-res photos used to make the Calendar.

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Racing Diary – Norwalk, OH

norwalk1Dave Schultz – August 27, 2013

This time last year I was in first place and all was going great. This year we’ve needed to have a sense of humor to keep our sanity. Actually Dallas is doing pretty good, but I’ve blown two engines and missed eliminations twice — but that’s just the beginning of what’s made this year interesting — and proving that some years you’re the windshield — and some years the bug. A very very expensive year for me.

Doug Duell has had quite the year — winning the first three races and runnered up at the Dave Duell Classic (named for his father). Since you only count four of six races in the NMCA Champion Chase this year — he’s got it all locked up. Many of the other Top Ten racers had pulled the plug on the season (tow of the top five were no shows) because of the cost and no chance to win — but Dallas and I had promised sponsors we’d make all of the races — plus we’d never raced in Norwalk before. Dallas also has a good chance for 2nd place for the year.

My wagon is still without a motor as I’m negotiating with a couple of new engine builders — so I was again relegated to the Vitamin C backup car. A very different car in a very different index — requiring a very different strategy as I’m most often being chased instead of chasing.

We spent Tuesday loading up the rig and making it ready, taking care of business for the week we’d be away from home; and pulled out of the shop Wednesday morning. While in Arkansas, Dallas (who was driving) noticed that one of the trailer tires didn’t look right and pulled to the side of the road. We’d gotten talked into buying 6 new Gladiator G Load-Rated trailer tires back in March — and have lost two of them since then. The photo below shows another Gladiator with the same sidewall bubble forming and popping issue.

norwalk2We changed the tire (a real pain in the ass on a loaded stacker on the side of the road!) and pressed on, spending the night in the parking lot at Walmart in Jackson, TN. In the morning we took the spare into the auto center and had then mount another tire we brought along. We usually have one mounted spare and one unmounted. On the road by 9:30Am and all was going well when just north of Nashville — boom! Another Gladiator blowout.

Norwalk3So we again change the tire on the side of the road in 100 temperature. Now we’re out of spares, so while Dallas is driving I’m working the phone trying to find three new Goodyear G614 to put on the left side, and eliminate the remaining two Gladiators and have a spare. I find three in Bowling Green — although they tell us they can’t mount them. A bird in the hand (they’re hard tires to find on the road) is better than two in the bush — so we head there. Two miles away — boom-boom go the remaining Gladiators. Before you think we must not check the tire pressure — I assure you the maximum is put in before we leave the shop every time. This isn’t our first rodeo.

Norwalk5So we pull into back lot of a Kroger, as it was the only place to get to, and I start working the phone to find a tire place that not only has the Goodyear G Rated and can mount on wheels — but will come and get us with three flat tires and return us with three new. I find such a place and we get to removing the tires. The process took damn near five hours in almost 100 degree heat. When done we each showered up and I drove while Dallas grabbed a nap. I turned the driving back over to him between Cincinnati and Columbus — and we got the to track’s staging area at about 2:30AM.

8AM we get to our pit and started setting it up, establishing credentials, and teching in the cars — while holding a pit spot for Doug Duell — who would be coming with a pickup and trailer on Saturday and staying with us.

Norwalk7We had two time trials on Friday afternoon and the first round of qualifying at 7PM. We generally set up the cars to be .02 seconds slow to make sure we get in — then use the next two Qualifying rounds to push the envelope for a #1 spot. I ran a 11.022 on a 11.0 and Dallas a 9.547 on a 9.50 and we had the third and fourth spots (25 cars) after the first round.

  1. 7026 b/nss randy stansbury ragley la 10.512 10.5 0.012
  2. 7025 e/nss 66 farilane ford 390 doug poskevich deland fl 12.02 12 0.02
  3. 7601 c/nss 63 savoy dave schultz richmond tx 11.022 11 0.022
  4. 7602 b/fx dodge 540 dallas schultz richmond tx 9.542 9.5 0.042
  5. 7681 c/nss 65 belvedere hemi 426 jeffrey hoblick flushing oh 11.083 11 0.083
  6. 7270 c/fx 64 savoy plym jeff millward columbia station oh 9.884 9.75 0.134
  7. 7295 c/nss 64 belvedere plym 426 john dinkel pinckney mi 11.357 11 0.357
  8. 7014 aaa/fx 68 barracuda plym 632 michael sanders brook in 11.165 8.75 2.415
  9. 7105 a/nss 36 dodge dodge 493 russ konkowski aurora oh 9.999 10 -0.001
  10. 7442 d/nss 65 olds 442 olds 400 jim clay delta oh 11.494 11.5 -0.006
  11. 7421 d/nss 63 tempest pont 421 gary beemer atica mi 11.491 11.5 -0.009
  12. 7464 c/fx 64 dodge 440 dodge 572 joe midile jr medina oh 9.724 9.75 -0.026
  13. 7534 b/fx 64 belvedere plym 426 doug wright waterford mi 9.463 9.5 -0.037
  14. 7017 b/nss 63 polara dodge 426 joe ewing evansville in 10.419 10.5 -0.081
  15. 7251 aaa/fx 65 chevelle chev 477 bill white demotte in 8.665 8.75 -0.085
  16. 7022 b/nss 64 thunderbolt ford 427 skip koester columbia station oh 10.386 10.5 -0.114
  17. 2 a/fx 65 comet merc 517 kurt neighbor twinsburg oh 9.131 9.25 -0.119
  18. 7437 b/nss 64 savoy plym 437 frank nadvit grafton oh 10.349 10.5 -0.151

Norwalk is one of the nicest tracks in the country. It has the reputation as being the most racer friendly, and it is as good as any I’ve ever been at. While our NSS class was able to ultimately muster 25 racers because of so many living in the area — the rest of the classes had a real light showing. About half the car count than what was expected. I’m sure it is a combination of the cost of diesel, lack of sponsor help, and run-aways in most of the car classes are the reason. We did twice over the weekend take advantage of the $1 pound ice cream they’re famous for.

Norwalk6On Friday night I had Dallas change the shift light points in my tach to adjust for the weather expected Saturday. We adjusted the weight in both cars and Dallas was able to run a 9.507 — but my car didn’t act right in both the burnout and started to sound weird and breakup at 4500 RPM so I immediately lifted and pulled to side while looking in the mirror. When I saw that I wasn’t oiling it down I drove off the track at 55.

Back in the pits we poured all over the car — finding absolutely nothing. I took it for a fast drive — although not able to get close to the RPM it was screwing up. We thought maybe a convertor issue and I decided that I’d have to run it until it broke so we could figure out what the issue was. Since Dallas had the #2 spot with a .007 we decided to push the envelope on his and he broke out with a 9.497. I was able to determined that my problem was the tach was reading wrong by a lot — almost double. In the previous round I’d hit the red line but the tach had said 4500. Same happened in the last Qualifying so I shifted to third by ear for a 11.202. I thought the tach must have been configured to 4cyl — but that wasn’t it. We don’t carry a spare tach and couldn’t find a tach or shift light before the first round of eliminations at 9AM Sunday. I set the car up based on my Friday run and shifted by ear. I ran the exact number I was set up for — but was -.007 red on the tree. The guy I ran had the run of his life with a .017 light and a 11.002 ET — so I would have lost anyway. Dallas was also a first round runner up. He’d been cutting great lights all weekend, but was just a tad slower than the other guy — and brokeout with a 9.497.

We were on the road at 1PM. The plan was to drive the 1350 miles straight — but at 2:30AM — BOOM!

Norwalk8This one was by far the biggest PITA as it was up against the guardrail on a steep incline. We had to jack it up 5-6 times and use jackstands to move the jack around to get the spare on. When done we headed to Walmart in North Little Rock for the night — as we were whipped and needed another spare.

We slept until 8, showered, and then headed to a truck stop. While I was in the tire shop waiting in line to talk to someone — Dallas weighed the truck and trailer to see if being overweight was blowing the tires. The trailer (triple 7,000 axles) is rated for 21,000 pounds and I figured we we’re around there.

weight1He came back with a slip saying the trailer weighed 35,300 pounds. I couldn’t believe it! I asked Dallas if he was sure he was on the scales right — and he assured me that he was.

So we get another tire mounted and I’m driving and it keeps bothering me that the trailer weighs so much. We have two cars – and the backup car is all metal/glass and very heavy; golf cart and big tool chest; and a spare transmission plus 9 crates of spare parts — but still can’t buy 35,000 pounds. I’m thinking I’m going to have to sell my trailer and get and heavier one — plus move parts to motorhome and leave stuff home; then I decide to pull into a Flying J for a second opinion.

weight2I’ll assume Dallas didn’t do it right and I’m real glad I went for a second opinion. I’ve ordered 8 new 17.5″ forged wheels and H-rated/75MPH rated Goodyears for (ugh!) $6,200. That will increase the load from 3,750 per tire to 4,500 per tire.

We finally got home Monday night. The truck’s dash A/C crapped out, so it was windows down, and to cap off the weekend — and piece of artwork shipped to me was left outside the shop by UPS and it was ruined from rain.

Yup — sometime you’re the bug, and sometimes the windshield. You just wake up in the morning and realized you survived the drama from the day before — and that life is just a bungee cord of ups and downs. The light at the end of the tunnel is that Dallas will have second place if he can go one round more than the Michael Sanders– who won the Norwalk race. If not — he should have third unless someone runs away with the 1.5X’s points for Indy.

Dave Duell Classic Sponsor Report

Dave Schultz – August 5, 2013VitaminC-DDC2013

The Dave Duell Classic is the biggest and bestist of all NSS Races — or at least that’s my opinion. Dave Duell organized and administered to this race for many years when it ran during the Monster Mopar Weekend in St. Louis. In 2005, Dave passed away and his son Doug took over the administering of it. In 2006 we had the first Dave Duell Classic. When Gateway closed its track three years ago, The Classic found a new home with the NMCA during it’s Bowling Green Race. I try to help where I can with creating and running the DaveDuellClassic.com web site.

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We loaded up on Tuesday and Dallas took the rig to get washed so we could leave in the morning. On the way back he called to say that there was a large air leak coming from the dash. After we tore the dash out (a huge jigsaw puzzle) – we found the culprit to be a air sensor switch — only available at Freightliner.

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Freightliner is about 55 miles away, so I fought 3 hours of Houston evening rush-hour traffic, I was back to the shop and had the Coronado back together by late night, so we could still leave in the morning.

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We (four of us with my wife and youngest daughter PLUS 4 dogs!) left the shop at 9AM and arrived at our usual overnight stopping point in Jackson, TN at about 11PM. After an early start Thursday morning we were at the track at noon. I had to bring a 60 Plymouth fender for someone who was meeting me at the track — and he was there waiting on us — so we dealt with taking that to him before setting up the pits.

Also waiting for us was another trailer flat. I buy a new set of Load Rated G Goodyears every year for about two grand, but still have more than my share of the tires loosing their tread cap. This year I tried a set of Gladiators — but two have so far developed bubbles. This bubble was on the inside and we didn’t see it until it popped. It looks like I need to spring $5000 for a set of seven 17.5″ HD wheels and H-Rated tires.

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For some reason, the NMCA forgot to send in their people to Kentucky for establishing credentials or tech in cars on Thursday — for the first time in the six years I’ve raced with them. I kinda thought that’s what the extra $45 a person they bend you over for on Thursday was suppose to cover. So after setting up the pits there was nothing to do, but Friday we had extremely long lines for both Credentials and having the car teched in, which limited the Time Trials of many people waitng in the lines. It could have been worse (IE: Even Slower) as although NSS had 57 cars — every other class was smaller than I’ve ever seen. Even though the weather was great — I’ve never seen such a small turnout at a Bowling Green race. Money is tight, diesel and race fuel is more expensive — and I guess fewer people are able to go racing. I know my personal out of pocket is at an all time high since Bowling Green’s 900 miles in my closest race.

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The “Newly Freshened” engine in my Wagon blew up in qualifying at the last two NMCA races — the last time destroying the block and crank. So my backup car “Vitamin C” was pressed into action. Dallas has two years on his motor without issue (knock on wood — so I bought all of the parts and pieces to the people that built his engine to see what it will cost to get an engine like his, which is a clone of Doug Duell’s.

Speaking of Doug, he won all three of the first NMCA races (and runnered up in this one) so the rest of this year is relegated to getting the best position we can, and tweaking the cars, as the Championship is in the Bag for Doug.

I also have a new engine in the Vitamin C, but I had a little bit of consistency issues with the car this weekend. It was all over the map, and the weather station couldn’t accurately predict what I’d run based on my previous run. I’m not sure if it is the engine of maybe the converter — but I’ll get it ironed out before the next race in Norwalk — which is at the end of this month. Dallas’ car was dead nuts on all weekend — even though we made a rear shock change from QA1 to AFCO.

BRR-DDC2013

Saturday we had a Class race — with Dallas in FX and I in NSS/C running in the two largest classes. I turned on the Stupid bulb on in the second round. Dallas however won the FX class and the $1000 for the second year in a Row.

champ-fx

One of the other benefits of the Dave Duell Classic is a Driver’s Dinner — with a lot of sponsors giving some pretty good swag for the Driver’s Only raffle. Sure wish I would have won the convertor. Need to find a good convertor sponsor!

Sunday I had Duell on the tree in the second round by a pretty good margin, but took too much stripe when the car out of no where ran a tenth faster than the computer said it would. Dallas went four rounds, but after a .004 light in second round and .008 in the third round — he turned on the stupid bulb against Duell in the fourth – having to settle for the semi-final cash. Duell went to the finals and he too red lit. Actually there were a heck of a lot of red lights all weekend long — and the ratio of red lights in the right lane seemed like it was 5:1. Weird.

That’s my story — and I’m sticking to it!

Sponsor Report – 2013 Hot Rod Reunion

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Dave Schultz
June 17, 2013

The Hot Rod Reunion is a NHRA Musuem benefit by “Invitation (Limited to 300 cars) Only” in Bowling Green, KY the Thursday (arrive Wednesday) through Saturday before Father’s Day. While it is packed full of racing, the shear number of cars and exhibitions, plus a huge car show makes it more of a Social Event than a race. Indeed, in three days we got one Time Trial and one Qualifying on Thursday, and 1 Qualifying on Friday – before eliminations began on Saturday.

The Schultz team (Dallas, Hope, Dave & three dogs) left the shop at 9AM Tuesday. At 1pm the Motorhome’s generator turned off. When it was turned back on — it would run but not provide electricity. A rest area diagnosis found that the relay box that switches between shore power and generator had caught fire from a short. We also observed that one of the six 14-ply new (bought on the way to Bradenton in March) trailer tires had a golf ball size bubble in the side wall.

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969056_4938973427888_1259031953_nTwo hours later and $600 lighter, the relay box was replaced and we were back on the road. We decided not to change the tire yet — but to watch it closely.

We arrived at the Walmart in Jackson, TN (our typical I-40 overnight stop for us) at midnight. Back on the road at 9AM Wednesday, and we arrived at the track to set up pits and tech cars in at 1PM. These tech guys put the cars and equipment under a microscope — and I had to get a new pair of gloves because of a 1/2″ rip at a seam in the palm.

981259_425013150929904_1832257875_oNostalgia Drag World posted the above photo on their site, saying: It wouldn’t be a hot rod reunion without the ‘Texas Whale’ owned and driven by Dave Schultz. A crowd favorite with those launches. At Bowling Green, KY. — with Dave Schultz.

Thursday we ran the cars in a Time Trial at 10:30 through a 40MPH head wind. We thought we’d get two Time Trials — but they canceled the second. At 1:30PM we got a no notice call to the lanes for the 1st round Qualifying. It was expected after 3PM.

HRR2013Friday at 9AM we were called to the lanes for the second Qualifying. Were suppose to get another Qualifying in the afternoon — but that too was canceled. The golf ball sized bubble in the trailer tire had grown to Softball size and was at the bead — so we swapped it for a spare.

HRR2013Saturday we were called to the lanes at 9:30 for the first round of Eliminations — but waited quite some time before we ran. Most all of us assumed the cars would run slower from the increased temperature — but most all of us broke out from that assumption because the humidity improved more than the temperature raised. Dallas and I were 1st round runner ups — and our four day adventure ended with only 4 passes each.

We were on the road back home by 1PM, and at our shop at 1PM Sunday morning.

Again, this wasn’t a points race, and it was more of a Social Event for the drivers. We had a great time swapping lies with the other 30 Nostalgia Super Stock drivers, and a NSS Bar-B-Q in DW & Barry’s pits. Now we’re happy to be home so we can get ready for our next points race in Joliet, IL. We’d just put a new engine in the Texas Whale — so these four passes were good break-in passes for the rings to seat prior to a points race. The cars ran very good.

Barry Nats – Sponsor Report

Sponsor Report

The Barry Nats

Dave Schultz – May 20, 2013

Photos from my cell phone -- so they suck. But still worth taking for the m

This was a first time Nostalgia race & show held last weekend in Memphis, TN. The NSS racers refer to it as the "Barry Nats" because Barry Camp was responsible for the NSS Class of the race — but a shout out should go to Jimmy Ray for all of his involvement with details, sponsor, and the Driver's Dinner on Friday night.

My wagon was still waiting for another head gasket to finish putting the engine together after a freshen up following a issue during qualifying in Atlanta — so the Vitamin C (our backup car) was again pressed into action for this non-points race. Dallas was driving the Big Red Ram.

We left Thursday at 6Am and drove through the remnants of a bad storm that tore up the Fort Worth area the night before. We arrived at the track at 6PM. It rained all night and until about noon Friday. The track was dried and went hot at about 3PM, and we were able to make a Time Trial and a pair of Qualifying passes. Saturday we made two more Qualifying hits at noon and 2PM, and then went into Eliminations at 4:30.

 

Dallas Qualified 8 and I qualified 11 of 22 cars. Dallas won his first two rounds, but Barry Camp has his number this year — and took him out in the third. My guy was running too fast — so my plan was to push him to break out and give him the stripe at the last minute. It was a good plan, and I gave him 5' — but my light sucked worse than his (by.020) and I should have given him 7'-8'. We had a double break out with his 10.967 to  my 10.961 on a 11.0 Index. I'd been chopping the tree down on Friday, but couldn't cut a good light on Saturday. It turns out my slicks on the backup car were bald and each 60' was worse than the one before, which I'm sure had a little to do with it — but I really was just having one of those days on the tree when you need .025 or less to win against these guys.

Below are some photos I took on my cell phone of the event. They're far from good quality — but you might enjoy seeing what was at the event just the same.

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

Photos from my cell phone -- so they suck. But still worth taking for the m

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