10th Dave Duell Classic Recap

Sponsor Report of the MoparStyle Race Team

By Dave Schultz
May 19, 2015

11096413_894869713892202_3811430319538728193_nThis was the 10th Dave Duell Classic — arguably the biggest and best of the Nostalgia Super Stock events. The race honors Dave Duell, who was the coordinator of Nostalgia Super Stock at the Monster Mopar since the early 90s. He died in December of 2005 and the race was renamed the Dave Duell Classic for 2006. While the race moved from the Monster Mopar Weekend to NMCA about five years ago — it is still the big event of the year with Class Eliminations, Driver’s Dinner with Swag raffled out, and a $4000 purse for the Sunday Big Show. Dave’s son (and fellow Team Thug member) Doug Duell now administers this event with NMCA. Doug is my best racing bud and we pit together at the races. Dave Duell got me into NSS back at a race in 2003. I won Class (C/FX) for the first DDC in Big Red Ram, and a couple of other classes in the Vitamin C (C/NSS) and the black Coronet (A/NSS) since. I have yet to win the FX Class in my two attempts at the wheel of the Whale. Dallas has twice won the FX Shootout.

We left Wednesday morning and got as far as Jackson, TN before midnight. We got up at 6:30 Thursday and arrived at the track at noon. Despite the fact that I had a new untested motor in my car and Dallas had made numerous changes to his car — we elected to not pay $150 to make a couple of test hits — and simply established credentials and teched the cars in Thursday. I was very surprised that my Texas Whale was on the Event’s T-Shirt this year. The Chevy guys say it makes a great oil rag.

11270283_10204088782075563_8533053166417248081_oFriday morning I made 4 test hits on my car and Dallas made three on his. On the first Qualifying run we were both too fast for our 9.75 Index — both running an identical 9.669 (with Dallas having a faster MPH). On the 2nd Qualifying pass I was able to slow it down to 9.759 — giving me 6th of 54 in Qualifying. Dallas was still having issues with a consistent 60′ on his car (we now feel like it has to be the convertor he’d borrowed to see if it would make his car faster) and was in the 9.8s — putting him to 33rd.

DDC2015-1small ddc2015-small DDC2015-2smallI was looking forward to pushing it for the 3rd and 4th qualifying to make my 4th Top Qualifier in a row – but the rain came Saturday and the 3rd and 4th Qualifying were cancelled, and the FX Shootout was rescheduled for the Indy race. The Driver’s dinner on Saturday night was moved up a couple of hours to fit in between storms. I took a lot of photos at the dinner, which I’ll post on this site later in the week — after getting caught up from being away for a week.

11110898_10205730379874243_4689310113441504593_oThe first two pits in the above photo were ours and Duell’s. We pit together parking in opposite directions to share a pit patio for dinners. The top of the Whale can be seen in the SE corner of the photo. 54 NSS cars creates a very long pair of lines. 11053108_679401325538192_1611926501477513500_nYou would think with 54 racers that there would be no chance that Dallas and I have to race each other in the 1st round — but Nooooo, for the 4th time in ten races we had to race each other in the 1st round. On a Sportsman ladder with 54 cars — 6 races 33.

11059766_10205639936615623_5234548666232238736_nI won that first round — as Dallas’ car just wouldn’t 60′. Dallas would line me up (below) in round two against 00Joe. I’ve been 00’s bitch in our other two races — but I came out on top this time when he took too much stripe on a double breakout.

11110445_680392718760892_3287576385754910628_o 11232291_680392695427561_2563674437703185049_o 10847760_680392672094230_5574045006986680328_o DSC_7880In the third round I was facing Russ Konkowski, who’d just came off a near perfect round. We both pressed the tree and his -.006 was worst than my -.003. He had to leave 3/4 second before me so I don’t know if his red bulb distracted me and made me go — or if I’d gone red anyway. I’d been fairly good on the tree for most of my passes this weekend.

DSC03964DSC03965DSC03966Then the rain came down hard with 3 rounds left to go. A couple of hours later the remaining rounds were postponed until Indy. Indy is going to be busy with the postponed FX shootout, the finish of the Dave Duell Classic, and the normal Indy race. Sounds like a lot of passes — and a couple prayers that the car will stay together from the hot laps. On top of that – we’ll come a day early to wear the cars out even more. The below is the remainder of the ladder for the Dave Duell Classic.

11180630_10205651453743544_8020317347222072281_nWe left the track at 2:30 and drove to a truck stop to watch (in a storm) the Houston Rockets win the series against the LA Clippers. We arrived at Walmart in Jackson, TN at about 10PM to park for the night. Up at 6:30 — and back to the shop in Richmond, TX at 7PM.

Again I’d like to thank the sponsors who have helped us (in order of how long they’ve helped us): Mancini Racing since 2003 (an account for parts); TTI since 2011 (headers on three cars – had to go custom on the Whale as no one makes); Fuelabs since 2013 (fuel systems on the Whale and Big Red Ram); Aerospace Components since 2015 (Brakes on the Texas Thug — but we have their vacuum pumps on all of our cars and their brakes on my Whale); and ATI since 2015 (convertor on my car – and we run their balancers on all motors). They say the quickest way to become a Millionaire in drag racing is to start out as a Billionaire. We appreciate our sponsors delaying how fast we go broke from our living the dream as father and son drag racing.

6-Speed to Jail


120 6-Speed items

Sponsor Report – 2014 National Finals


Sponsor Report

Dave Schultz – October 14, 2014

Dave Schultz Wins 2014 Championship for Nostalgia Super Stock

NMCA Champion Ring
Ring Awarded to the Champion at PRI in December

The 2014 NMCA Racing Season ended this past weekend at the World Finals in Indy. It went down to the third round of the season’s last race for me to clinch the the Championship for NSS — by a mere 10 points.

The NSS Class is one of the most difficult classes to compete in. Over 100 NSS cars compete in the class and most have raced for 10+ years in the same car. There were 28 NSS cars competing at Indy, with three (Doug Duell, Barry Dorn, and myself) still having a shot at the Championship. I came into the race 55 points behind the leader Barry Dorn. I had to either go one round further than Barry — or Qualify in the Top 5 with him qualifying 20 or lower. Doug had to have Barry and I go out by the second round, and he would have to win the event for him to once again be the Champ.

Lots of Drama and stress in this race for all of us.

None driving to the track, as we left Tuesday morning and arrived Wednesday evening without incident. Friday we set up pits and Tech’d in the cars. I had decided to replace my 33″ slicks with 31″ — but had no idea what the car would do with that change or the cold wet weather. I figured I’d need to squeeze in two Time Trials during the open session from 9AM to 1PM to figure it out.

I got in line at 9:30 (to allow a little heat get into the very cold track) — and was the first in the .500 Sportsman tree lanes as I’d gotten there just as they cleared it. I waited an hour (Barry Dorn in back of me) as they tried to empty out the perpetually growing other four lanes. The True Street cars were shutting the track down for Liquid about every other pass. Then the rain came and they closed the track at 11AM for the day!

Also increasing the stress was that my father (well in his 80s and in failing health) was in the hospital having Emergency Surgery for a pacemaker. By Saturday — I found out all was well and he was resting comfortably.

Saturday it was announced that there would be no Time Trials — going right to Qualifying — and that there would be only two instead of three of those!

Dallas (Coronet) & Dave (wagon) in 2nd Round Qualifying
Dallas (Coronet) & Dave (wagon) in 2nd Round Qualifying

In the First Qualifying I threw all of the weight I could fit in/on the car — and ran a 9.88 on the 9.75 Index I declared as a wild guess. Doug ran a 9.501 on a 9.50 index — and Barry was like 3/10 slow off his Index. Barry found a broken ground strap on a spark plug and replaced it, and I took off/out 140 pounds from my car.

So many NSS drivers were pissed over the no Time Trials and having to guess an Index — that they beat a fiery path to Race Control to complain. After much consternation, NMCA allowed the Index racers to re-declare their Index before second round of qualifying — and said they’d TRY to give us a third Qualifying (if time permitted). In the second round Doug was again DNO (Dead Nuts On), Barry was again slow and pinging, and I ran too far in the other direction with a 9.66 on my 9.75 Index.

I really needed for there to be a third round of Qualifying if I was to be able to get the points to have to not have to go one more round than Barry. Drivers were oiling down the track and wrecking — and it was really looking bad for a 3rd qualifying. However at about 6PM they announced that we’d get it, but would then have to hot lap back for a first round of Eliminations. Barry again had found a broken spark plug ground strap. Mike Dichicco felt like he was too lean and detonating for the break — so he rejetted and rodded Barry’s carbs for him. (Thanks Mike!)

In that third round I did a 9.75 with a 6 and rocketed from #17 to #5 in Qualifying. Barry went too fast and broke out (his problem now fixed) and qualified 20th. This now gave me a 10 point lead instead of previous 55 point deficit. They did call it a day after our third round of Qualifying — as the track was cold and dangerous. Eliminations were Scheduled to begin at 9AM Sunday. We both drew very tough first round of Eliminations competitors.

I’ve had this Championship on my bucket List since 2008 — and the Ring has been my computer’s screen saver since early 2008. I’d had a chance to win the Championship in 2012 — but bad luck with the ladder (I got two tough drivers while the other two each had a broke bye and a rookie in their first two rounds) and bad light squashed my dream. While I tried to be positive — I was so afraid of choking.

In the first round Barry was ahead of me in the lanes, and Dallas was ahead of him. I watched Dallas take too much stripe and breakout, then Barry’s guy also breakout. The weather was obviously better than people were thinking. Pressure on me! I ran a 9.752 on my 9.75 Index and my competitor was pushed out with a 10.49 on a 10.50 Index. I was still in the game.

For the second round we again had two of the toughest guys left – mine being a little tougher. Again Barry was ahead of me, and his guy red lights. I’m thinking — Damn I can’t shake him. My guy also Red Lights — pushing the tree after seeing I’d run a 9.752 the round before. Doug won his round — but he ran out of chances with Barry and I still in.

The third round had DiChicco in the other lane — and Barry also having a tough but also same Index car. This time I was ahead of him in the lanes. Dichicco was running DNO and having good lights — so I bumped in a little deeper than usual for a better light. I went .006 RED. My heart sunk as I was motoring down the track — I’d once again choked on winning the Championship. When I got back to my pit, Dallas told me that Barry had also gone (.020) RED. The Championship was mine. Doug also went out in the third round for those keeping track.

DiChicco and I in a Heads up Race. I went .006 Seconds Red (grrr)
DiChicco and I in a Heads up Race. I went .006 Seconds Red (grrr)

I went to the tower to get my check. They verified that my math was indeed correct — and that I was the new Champ. One more off the bucket list.

All in All it was a pretty good year. I runner up at the First race, won my second Wally in Joliet, and Dallas won his first Wally at Norwalk. It is so good to have cars with the chassis and motors running right! The only real bummer is that NHRA has decided to drop its partnership with the NMCA — and at the awards ceremony (December at PRI) I won’t get the Big Wally the previous Champs received. Kinda petty for them to pull it now instead of finishing the year out! I was a supporter of the NHRA — but they just lost me.

We left the track at about 5PM Sunday and drove through Horrible storms (especially in Arkansas!) — getting back to Houston at 3PM Monday.

I’d like to thank Royal Purple, Mancini, TTI Exhaust, and Fuel Labs for their product sponsorship of our team. I’m sure hoping this Championship will keep them supporting our team and that we can pick up a few more (Need shocks, tires, brakes, torque converter, Holley carbs, NSS Intake, fuel…) as running two cars (with the closest track 900 miles away) is very expensive.

We are committed to run the series again in 2015 — and Hopefully Dallas and I can be one and Two. I just threw down a half million dollars for a new race rig — and so I have a Superman rig at a Clark Kent Price if anyone is interested.

Last Trip for this Race Rig. For Sale - Excellent Condition
Last Trip for this Race Rig. For Sale – Excellent Condition

Team Thug Wall Calendar

It is calendar season again. Time to order wall calendars for the 2015 year. The below are lo-res versions of the hi-res images used to make the Team Thug Drag Race Cars of NSS. All of these ran in the 2014 season and are expected to return for 2015.

This calendars make for excellent Christmas gift, and the images are also available on items like can coolers, coffee mugs, cufflinks,….

The small profit made on each calendar goes towards the expenses of maintaining the www.NSSRacing.com web site and forums.

To view the items available — click here.

Team Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag Racingsmalltt5Team Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag RacingTeam Thug Wall Calendar - NSS DRag Racing

New Mopar Wall Calendar

It is calendar season again. Time to order wall calendars for the 2015 year. The below are lo-res versions of the hi-res images used to make the Dodge & Plymouth Drag Race Cars of NSS. All of these can in the 2014 season and are expected to return for 2015.

This calendars make for excellent Christmas gift, and the images are also available on items like can coolers, coffee mugs, cufflinks,….

The small profit made on each calendar goes towards the expenses of maintaining the www.NSSRacing.com web site and forums.

To view the items available — click here.

Mopar Wall Calendar CoverMopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page Mopar Wall Calendar Page

Schultz wins Joliet

SAMSUNG CAMERA PICTURESMoparStyle Racing Sponsor Report

Joliet 2014

Dave Schultz – July 17, 2014

This month started with troubles — but ended very well.

In mid June, while on a week long Motorcycle trip with son Dallas and a bud (Doug Duell), I had a non-motorcycle related accident tearing the ligament on my right thumb — requiring surgery. I had put off surgery until July 18 (tomorrow) to be able to make the Joliet race, and have the first cast changed to smaller in time for the Norwalk race in late August.

The Whale had been in Indiana having some chassis issues corrected. Route 66 in Joliet has never been a good track for me — and the last time the Whale was out was at that track last July — when a virtually new $24K engine blew up. The backup car’s (Vitamin C) new engine was pretty gutless (yes we have a different engine builder now) at St. Louis — and a tear-down showed some valve-train issues. Dallas was dropping new engine in it when I received a call that the Whale could be picked up on the way to Joliet – albeit untested. I wasn’t exactly thrilled taking an untested car with a new Indy engine and a transmission Dallas had just rebuilt — and I’d not driven in over a year, but there was no option.

10544367_10202286814267494_3638269864056092708_nreplacing 4 chassis batteries in Indiana

We left on Tuesday, and the trip to Indiana to get the Whale was uneventful — except having to replace the 4 chassis batteries of on the Freightliner. The Whale was loaded Wednesday early afternoon and we proceeded to Joliet with our fingers crossed that the Illinois State Police (recently picking on drag racers) would leave us alone. Thursday morning we were let onto the track and set up our pits. The chassis on the Whale needed to be recertified, and the car was teched in. There was no testing Thursday.

10463031_10202296350465893_6116882337997948648_nOur Pits
10489804_10202295307999832_2614790868746810607_nCockpit View of Whale

On Friday, racers were allowed a maximum of two time trials between 9AM and 11AM. I was one of the few to get both in. I had to remove my cast to get racing gloves on. In my first pass I launched at 2500 and shifted at 7000 — and had a -.034 light from driving a slower reacting Vitamin C — and my time was 9.749. While that’s a good time for my 9.75 Index — I had no weight in the car and the weather was going to get real bad Saturday and Sunday. I also had some switch-box and shift light problems — but they were quickly resolved when traced to a couple of unconnected grounds, which must have been disconnected for welding. I hot lapped back into the 90 minute long Time Trial line and changed my launch to 2000 RPM and shifted at 7400 RPM. That slowed my light down to an equally horrible .090 but the ET improved to 9.62. We made two qualifying hits on Friday evening, and I broke out in the first but made it to the #2 Qualifying spot in the 2nd. I was able to fix my lights.

10429339_10202300511649920_1614758100706418786_nLadder pitting Dallas & I in First Round

10527268_10152154722126160_9099707792298969601_nIt rained hard Friday night and Saturday morning. The track finally went Hot at 3PM — but the third qualifying was cancelled and we went right to Eliminations. There were 23 racers in the NSS Class and the pairing had Dallas and I having to again race each other in the first round. I came out on top on that round. The next round had Jeff Frees against me. I had a 0-2 record against Jeff — but improved it to 1-2. Racing stopped at 9PM due to dew making the track too slippery.

joliet2014Our Track Photos at the Event 10329795_904464789580353_2362068486660701461_o

I rained again Saturday night. The track personnel did well to dry the track and racing started at about 9:30AM. In the Third round (Quarters) I was paired against the points leader Barry Dorn, who was ahead of me (I’m in second) by about 330 points. It was an epiphany for me — win to cut the lead — or lose and be out of the race. I was fortunate to win that round. The 4th round (Semis) I had the Competition Bye for being the #2 Qualifier.

10537382_10202306140110628_2678597525051859927_nCar got faster ever pass. Had 130 pounds weight in for my Bye

In the final I matched with DW Hopkins and I was the winner of that round — and presented with my second ever Wally. I think this year has a total of four (maybe five) opportunities for a Wally.

I believe this puts me less than one round out of first place.

2014 Recap

2014 Dave Duell Classic
Nostalgia Super Stock Nationals

National Muscle Car Association
Quick Fuel Nationals
(at Gateway International Raceway, Madison Ill.)


Nostalgia Super Stock
Final Qualifying Order
(after four sessions)

1. 7066 NSS/A Mike Moss; Paducah KY; ’66 Chevrolet; Chevrolet 427; 10.000; 0.000
2. 7966 NSS/B Rick Campbell; Hernando MS; ’66 Plymouth; Ply 440; 10.500; 0.000
3. 7667 NSS/D Larry Pelts; Eureka MO; ’67 Dodge; Dodge 440; 11.501; +0.001
4. 7572 NSS/B Jimmy Ray; Atoka TN; ’65 Chevelle; Chevrolet 572; 10.503; +0.003
5. 7228 NSS/F Brian Essary; Hobart IN; ’65 Coronet; Dodge 446; 12.003; +0.003
6. 7687 NSS/B Barry Dorn; Sanford FL; ’68 Dodge Dart; Dodge 44; 10.504; +0.004
7. 7834 C/FX Mike DeChicco; Ostrander OH; ’65 Dodge; Mopar 548; 9.754; +0.004
8. 7747 C/FX Mitzi Herzing; St. Clair MO; ’63 Plymouth; Mopar 426; 9.755; +0.005
9. 7012 NSS/B Jim Netherland; Columbia TN; ’67 Buick GS; Buick 400; 10.505; +0.005
10. 7009 NSS/B Jason Krueger; Waukesha WI; ’64 Plymouth; Ply 426; 10.505; +0.005
11. 7967 NSS/A Larry Roff; Belle MO; ’67 Dodge Dart; Dodge 400; 10.009; +0.009
12. 7099 NSS/D Ron Rector; O’Fallon MO; ’63 Dodge; Dodge 426; 11.509; +0.009
13. 7111 NSS/A Corimac Frees; Hortonville WI; ’68 Plymouth; Ply 446; 10.009; +0.009
14. 7381 NSS/B Dennis Breeden; Plainville IN; ’67 Plymouth; Chrysler 500; 10.509; +0.009
15. 7270 C/FX Jeff Millward; Columbia Station OH; ‘64 Plymouth; Mopar 540; 9.762; +0.012
16. 1 B/FX Doug Duell; Newburgh IN; ’64 Plymouth; Indy 540; 9.512; +0.012
17. 7899 AA/FX D.W. Hopkins; Saltillo MS; ’64 Ford; Ford 527; 9.013; +0.013
18. 7955 NSS/C Wally Krueger; Appleton WI; ’64 Plymouth; Ply Hemi 426; 11.015; +0.015
19. 7528 NSS/B Clay Kossuth; Catawissa MO; ’63 Dodge; Mopar 426; 10.515; +0.015
20. 7464 B/FX Joe Midile Jr.; Medina OH; ’64 Dodge; Indy 572; 9.516; +0.016
21. 7817 NSS/C Rees Smith; Greenville IN; ’64 Plymouth; Plymouth 426; 11.017; +0.017
22. 7031 NSS/B Kevin Gass; Ledbetter KY; ’66 Chevelle; Chevrolet 509; 10.518; +0.018
23. 7043 C/FX Bud Cochran; Parkersburg WV; ’66 Fairlane; Ford 545; 9.768; +0.018
24. 7426 NSS/B Al Corda; Elk Mound WI; ’64 Plymouth; Ply 426; 10.524; +0.024
25. 7602 B/FX Dallas Schultz; Richmond TX; ’65 Coronet; Mopar 540; 9.527; +0.027
26. 7601 NSS/C Dave Schultz; Richmond TX; ’63 Plymouth; Ply 440; 11.028; +0.028
27. 7410 NSS/C Mick Alles; New Albany IN; ’64 Plymouth; Mopar 426; 11.028; +0.028
28. 7047 NSS/B Geary Bates; Wintersville OH; ’67 Fairlane; Ford 427; 10.528; +0.028
29. 7025 NSS/E Doug Poskevich; Deland FL; ’66 Ford Fairlane; Ford 390; 12.030; +0.030
30. 7169 NSS/B Neal Broyles; Beech Bluff TN; ’69 Dodge Dart; Dodge 383; 10.533; +0.033
31. 7236 NSS/D Kevin Miller; Newton IL; ’65 Dodge; Dodge 426; 11.534; +0.034
32. 7800 NSS/D Khory Rideout; Pacific MO; ’65 Plymouth; Ply 426; 11.534; +0.034
33. 7371 NSS/C Tom Hoffman; Lake Elano MN; ‘’63 Plymouth; Ply 426; 11.043; +0.043
34. 7500 NSS/E Billy Copeland; Monterey TN; ’65 Dodge; Chrysler 440; 12.043; +0.043
35. 7022 NSS/B Skip Koester; Columbia Station OH; ’64 Ford; Ford 427; 10.543; +0.043
36. 7502 C/FX Jim Brandon; Bland MO; ’64 Dodge; Mopar 426; 9.795; +0.045
37. 7428 NSS/B Mike Davis; Monroe GA; ’66 Pontiac GTO; Pont 400; 10.547; +0.047
38. 7691 C/FX Jeff Frees; Hortonville WI; ’64 Plymouth; Mopar 572; 9.804; +0.054
39. 7209 NSS/C Kenny Gresham; Granite City IL; ’62 Chevrolet; Chev 409; 11.055; +0.055
40. 7266 NSS/B Bruce Sammet; Evansville IN; ’66 Chevrolet; GM 427; 10.562; +0.062
41. 7427 NSS/A Brian Merrick; Dellroy OH; ’64 Ford; Ford 427; 10.630; +0.063
42. 7017 NSS/B Joe Ewing; Evansville IN; ’63 Dodge; Dodge 440; 10.563; +0.063
43. 7212 NSS/C Buck Schooler; Sedalia MO; ’65 Plymouth; Chrysler 440; 11.064; +0.064
44. 7122 A/FX Donas Singleton; Indianapolis IN; ’64 Ford Fairlane; Ford 427; 9.317; +0.067
45. 7160 NSS/G Al Wilson; Bell Buckle IN; ’60 Plymouth; Mopar 470; 12.570; +0.070
46. 7963 NSS/B Stanley Rideout; Pacific MO; ’65 Plymouth; Ply 493; 10.572; +0.075
47. 7014 AAA/FX Michael Sanders, Jr.; Brook IN; ’68 Plymouth; Mopar 655; 8.826; +0.076
48. 7963 NSS/B Fred Rader; Mansfield OH; ’63 Dodge; Dodge 426; 10.590; +0.090
49. 7058 NSS/B Ed Becker; Southaven MS; ’65 Plymouth; Ply 440; 10.602; +0.102
50. 7050 NSS/B Kurt Neighbor; Twinsburg OH; ’65 Mercury; Ford 427; 9.364; +0.114
51. 7424 NSS/D B.J. Bax; Henley MO; ’65 Pontiac GTO; Pont 400; 11.647; +0.147
52. 7519 NSS/F Gene Will; Effingham IL; ’65 Dodge; Dodge 440; 12.684; +0.184
53. 7005 NSS/D Shaun Johnston; Millstadt IL; ’67 Plymouth; Ply 440; 11.697; +0.197
54. 7503 NSS/C Jon Landwehr; Higginsville MO; ’65 Dodge; Mopar 395; 11.221; +0.221
55. 7341 NSS/G Andy Hartline; Granite City IL; ’62 Pontiac; Pont 389; 13.226; +0.226
56. 7558 B/FX Don Bruemmer; Jefferson City MO; ’65 Plymouth; Hemi 426; 9.750; +0.2505
57. 7165 NSS/D Randy Spurgeon; Owensville MO; ’63 Dodge; Dodge 440; 11.857; +0.357
58. 7088 NSS/E Jason Wolford; Hodgenville KY; ’65 Buick; Buick 455; 12.358; +0.358
59. 7649 NSS/C Steve Stahlschmidt; West Alton MO; ’65 Plymouth; 11.387; +0.387
60. 7505 NSS/B Phil Cathey; Columbia MO; ’67 Plymouth; Ply 440; 10.922; +0.422
61. 7451 NSS/D Joe Johnson; Staunton IL; ’63 Dodge; Dodge 440; 11.950; +0.450
62. 7647 NSS/C Dennis Diepenbrock; Cuba MO; ’64 Plymouth; Ply 426; 11.523; +0.523
63. 7425 A/FX Scott Bourell; Cedar Lake IN; ’64 Dodge; Dodge 330; 10.032; +0.782
64. 7930 NSS/G Cody Mueller; Robertsville MO; ’65 Dodge; Mopar 400; 14.402; +1.402
65. 7518 C/FX Jim Hagenhoff; Holts Summit MO; ’65 Plymouth; Hemi 426; -0.030
66. 7263 NSS/C Mike Litzau; Baldwin MO; ’64 Plymouth; Mopar 440; 10.945; -0.055
67. 7557 NSS/A Rosie Kossuth; Catawissa MO; ’64 Dodge Dodge 426; 9.922; -0.078

Gass grabs second DDC championship

By Bob Wilkiewicz
Copyright 2014 by The Nostalgia Super Stock National Association
National Muscle Car Association Correspondent

MADISON, Ill. – At midnight on a soft spring Sunday night, standing side-by-side near the winner’s circle, Mike Moss said it a second before I did.

“Good things happen to good people,” said Moss, who had his own remarkable outing at the just completed ninth annual Dave Duell Classic Nostalgia Super Stock Nationals in its return to Gateway International Raceway during the Quick Fuel Technology National Muscle Car Association Nationals over Memorial Day weekend.

With his white ’66 Chevrolet Biscayne, Moss was 24 hours past his special Saturday, posting the No. 1 qualifying spot at 10.000 on his NSS/A 10.00 index and also winning the special award for best reaction time during class eliminations, posting a perfect 0.000 during his broken single final.

However by 11:35 p.m. Sunday, Kevin Gass of Ledbetter, KY had become the first two-time eliminator champion of the event, defeating Barry Dorn of Sanford FL 10.450 at 126.65 mph to 10.414 at 128.43 mph in an NSS/B 10.50 index heads-up final.

“Man, a two-time DDC champion? This is awesome!” declared Gass, who had maneuvered his red 1966 Chevelle through a 67-car field and a seven-hour rain delay to claim his second DDC title. Gass won his first DDC title at Beech Bend Park in 2011.

After going out in the second round, Moss had crew-chiefed for Gass to assist in the result. “I held the light, handled him the wrenches and mostly stayed out of the way,” said the modest Moss of Paducah KY.

It was an emotional journey for Gass, whose mother passed away six months ago. On the drivers side window, he had written the words, ‘For mother and Brad’ while in the winner’s circle.

Kevin and Kim Gass, who both work for Holley Performance Products, are among the friendliest people in NSS racing, always cheerful, enthusiastic and willing to help fellow racers.

For Dorn, it was a mostly successful outing in a new car, a ’68 wedge-powered Dodge Dart, which commanded a striking appearance in a late model yellow body color with a hood and accent graphics in black.

“I’m really a B-body guy but this one was so good when I came across it, I figured I needed to work with it and see what might happen,” said Dorn, whose event run got him to the top of the NMCA NSS season points standings.

Dorn reacted 0.067 in a semifinal bye run, his first uncontested run of the race but slipped to 0.109 in the final. “I needed to swap those two around,” he said.

Geary Bates of Winterville OH and his red ’67 Ford, battered by breakage in recent years, was the other semifinalist, falling to Gass in round six.

Jeff Frees of Hortonville WI and host Doug Duell of Newburgh IN, both with ’64 Plymouths, fought in the final of Saturday’s Opel Engineering FX Shootout, with Frees coming out the winner, 9.735 (C/FX 9.75 index) to 9.473 (B/FX index 9.50).

Duell said he was pleased with the event, which is named for his late father, in its return to GIR. “We had a good car count, mostly good weather and good management,” he said. “There was some tremendous racing by a quality field, especially on Saturday in the class runoffs. It was the right decision to come back here.”

“I got just enough good runs and just enough lucky ones,” said Gass. “It’s hard to express what this win means to me. I very much appreciate all the help and support from the entire NSS community.”

Saturday’s Class Winners

NSS/G 13.00

Winner; 7341 Andy Hartline, Granite City, IL; ’62 Pontiac; 13.226 at 100.91 mph
Runner-up; 7930 Cody Mueller, Robertsville MO; ’65 Dodge; red light, no time

NSS/F 12.50

Winner; 7160 Al Wilson, Bell Buckle TN; ’60 Plymouth; 12.640 at 93.59 mph
Runner-up; 7519 Gene Will, Effingham IL; ’65 Dodge; 12.492 at 101.62 mph

NSS/E 12.00

Winner; 7025 Doug Poskevich, Deland FL; ’66 Ford; 12.006 at 113.08 mph
Runner-up; 7500 Billy Copeland, Monterey TN; ’64 Plymouth; 11.996 at 110.54 mph

NSS/D 11.50

Winner; 7236 Kevin Miller, Newton IL; ’64 Plymouth; 11.510 at 115.34 mph
Runner-up; 7099 Ron Rector, O’Fallon MO; ’63 Dodge; 13.720 at 68.50 mph

NSS/C 11.00

Winner; 7817 Rees Smith, Greenville IN; ’64 Plymouth; 11.065 at 119.68 mph
Runner-up; 7410 Mick Alles, New Albany IN; ’64 Plymouth; 11.073 at 116.19 mph

NSS/B 10.50

Winner; 7017 Joe Ewing, Evansville IN; ’63 Dodge; 10.507 at 125.62 mph
Runner-up; 7572 Jimmy Ray, Atoka TN; ’65 Chevelle; 10.652 at 109.90

NSS/A 10.00

Winner; 7066 Mike Moss, Paducah KY; ’66 Chevrolet; 9.925 at 138.94 mph
Runner-up; None

Opel Engineering FX Shootout

Winner; 7691 Jeff Frees, Hortonville WI; ’64 Plymouth; 9.735 at 138.94 mph
Runner-up; 1 Doug Duell, Newburgh IN; ’64 Plymouth; 9.473 at 142.36 mph

Sunday’s Eliminations
Round One
(Winners of each pair first)

7031 Gass 0.064 10.566 at 123.58
7341 Hartline 0.099 13.069 at 99.33

7528 Kossuth, C. 0.116 10.626 at 116.78
7519 Will 0.089 12.776 at 105.89

7236 Miller 0.015 11.535 at 114.85
7518 Hagenhoff -0.034 9.774 at 136.50

7817 Smith 0.029 10.986 at 121.58
7503 Landwehr -0.013 11.246 at 119.77

7687 Dorn 0.127 10.729 at 120.82
7209 Gresham 0.202 11.180 at 117.75

7667 Pelts 0.002 11.632 at 100.04
7502 Brandon 0.026 10.100 at 134.42

7371 Hoffman 0.049 11.034 at 118.54
7557 Kossuth, R. 0.043 10.152 at 128.26

7381 Breeden 0.038 10.551 at 115.65
7014 Sanders Jr. 0.087 8.848 at 154.85

7022 Koester 0.019 10.629 at 127.67
7966 Campbell -0.007 10.581 at 124.75

7111 Frees, C. -0.067 10.649 at 121.96
7963 Rideout, S. -0.007 10.512 at 129.74

7955 Krueger, W. 0.039 11.078 at 114.68
7424 Bax 0.058 11.605 at 115.16

7228 Essary 0.063 12.085 at 110.31
7691 Frees, J. 0.083 9.827 at 136.94

7047 Bates 0.064 10.256 at 130.82
7647 Diepenbrock -0.006 10.696 at 124.46

7500 Copeland 0.104 12.120 at 106.39
7505 Cathey -0.011 10.968 at 106.11

7266 Sammet 0.206 10.589 at 125.29
7834 DeChicco 0.081 9.969 at 116.84

7747 Herzing 0.107 9.798 at 139.04
7427 Merrick -0.003 10.051 at 131.73

7426 Corda 0.031 10.481 at 127.07
7165 Spurgeon -0.014 11.645 at 117.03

7050 Neighbor 0.134 9.618 at 136.44
7899 Hopkins 0.083 9.524 at 122.54

7602 Schultz, Dallas 0.061 9.593 at 139.26
7008 Wolford -0.070 12.630 at 114.42

7601 Schultz, Dave 0.056 11.136 at 115.56
7649 Stahlschmidt 0.263 10.971 at 120.02

7270 Millward 0.001 9.860 at 137.29
7943 Rader -0.007 10.603 at 128.48

7169 Broyles 0.005 10.633 at 126.57
7930 Mueller foul, no time

7009 Krueger, J. 0.010 10.588 at 128.26
7212 Schooler 0.034 10.976 at 122.00

7122 Singleton 0.070 9.296 at 141.30
7967 Roff 0.105 10.022 at 126.52

7012 Netherland 0.000 10.568 at 121.79
7017 Ewing 0.039 10.554 at 126.80

1 Duell 0.040 9.648 at 121.47
7058 Becker -0.003 10.611 at 126.80

7464 Midile Jr. 0.028 9.530 at 143.23
7005 Johnston no time

7160 Wilson 0.218 12.391 at 99.30
7099 Rector no time

7800 Rideout, Khory 0.052 11.523 at 103.88
7263 Litzau no time

7410 Alles 0.033 11.053 at 118.00
7451 Johnson no time

7428 Davis -0.069 10.583 at 124.46
7572 Ray no time

7025 Poskevich 0.002 12.178 at 111.25
7425 Bourell no time

7043 Cochran -0.003 -0.003 9.718 at 134.77
7558 Bruemmer no time

7066 Moss 0.120 10.089 at 135.31 bye

Round Two

7371 Hoffman 0.031 11.096 at 111.68
7050 Neighbor -0.014 9.299 at 148.69

7022 Koester 0.046 10.688 at 115.33
7528 Kossuth, C. 0.105 10.697 at 120.38

7955 Krueger, W. 0.016 11.053 at 119.25
7066 Moss 0.097 9.983 at 131.52

7025 Poskevich 0.037 12.132 at 108.23
7111 Frees, C. 0.009 10.163 at 129.07

1 Duell 0.024 9.532 at 138.37
7800 Rideout, K. 0.133 11.429 at 110.42

7270 Millward 0.060 9.779 at 137.86
7236 Miller 0.019 11.614 at 113.87

7687 Dorn 0.031 10.669 at 115.40
7043 Cochran 0.321 9.792 at 132.37

7667 Pelts 0.078 11.450 at 116.89
7464 Midile Jr. -0.043 9.526 at 143.02

7500 Copeland 0.032 12.042 at 111.51
7009 Krueger, J. 0.070 10.487 at 129.24

7169 Broyles 0.049 10.646 at 120.29
7381 Breeden 0.034 10.715 at 115.60

7031 Gass 0.062 10.581 at 123.41
7228 Essary 0.099 12.073 at 108.57

7747 Herzing 0.037 9.779 at 138.53
7602 Schultz, Dallas 0.250 9.625 at 138.30

7601 Schultz, Dave 0.046 11.064 at 121.50
7012 Netherland 0.056 10.566 at 124.64

7426 Corda 0.029 10.601 at 119.93
7266 Sammet 0.170 10.560 at 123.85

7047 Bates 0.249 10.640 at 102.12
7160 Wilson 0.054 13.047 at 93.94

7410 Alles 0.008 10.985 at 116.63
7122 Singleton -0.012 9.313 at 144.04

7817 Smith 0.015 11.101 at 108.97
7428 Davis 0.122 10.615 at 124.89

Round Three

7747 Herzing 0.106 9.769 at 138.20
1 Duell 0.137 9.527 at 138.44

7427 Corda 0.063 10.526 at 123.92
7270 Millward 0.080 9.819 at 137.58

7410 Alles -0.118 11.149 at 118.05
7667 Pelts -0.066 11.481 at 116.21

7031 Gass 0.027 10.542 at 116.96
7025 Poskevich 0.020 12.085 at 111.63

7955 Krueger, W. 0.076 11.021 at 120.87
7500 Copeland -0.024 11.955 at 112.17

7687 Dorn 0.088 10.546 at 125.66
7169 Broyles 0.023 1-.648 at 118.98

7047 Bates 0.018 10.627 at 117.72
7817 Smith 0.109 11.067 at 118.70

7371 Hoffman 0.010 11.075 at 113.71
7601 Schultz, Dave 0.096 11.062 at 121.98

7022 Koester 0.017 10.579 at 128.91 bye

Round Four

7047 Bates 0.085 10.365 at 121.32
7747 Herzing -0.057 9.747 at 139.11

7031 Gass 0.049 10.445 at 128.96
7371 Hoffman -0.035 10.981 at 121.77

7687 Dorn -0.028 10.495 at 128.11
7955 Krueger, W. -0.006 10.980 at 121.16

7022 Koester 0.009 10.500 at 116.29
7426 Corda 0.066 10.500 at 126.65

7410 Alles 0.009 10.912 at 119.70 bye

Round Five

7687 Dorn 0.011 10.553 at 122.52
7410 Alles 0.145 10.985 at 116.82

7031 Gass 0.046 10.558 at 124.51
7022 Koester 0.035 10.571 at 126.30

7047 Bates 0.022 10.378 at 112.54 bye

Round Six

7031 Gass 0.128 10.516 at 124.35
7047 Bates 0.207 10.392 at 118.02

7687 Dorn 0.067 10.576 at 110.91 bye

Round Seven

7031 Gass 0.068 10.450 at 126.65
7687 Dorn 0.109 10.414 at 128.43

Drivers Dinner Photos

image image image image image image image image image image image image image

image image image image image image image image image image imageThe below photos were taken at the 2014 Drivers Dinner.


Best Reaction Time Trophy

Best Reaction Time trophy by NSSRacing.com to be awarded to the NSS Racer with the best Reaction Time in Saturday’s Class Eliminations. Bring your Time Slips from Class Eliminations to the Drivers Dinner, where the award will be presented.

Electric Trailer Brakes Explained

This is copyright work — however you may post on another site ONLY if you post the article in it’s entirety, give credit to the author, AND post a reference link to this thread. If you can’t do that — then don’t post this work elsewhere.

BY Dave Schultz (The Old Hippie)

In this “White Paper” I will try to give a brief explanation of how they work, and how I went about replacing them on my five year old Stacker trailer with three 7,000# axles. I have about 110,000 miles on the trailer and the trailer sometime last year stopped having effective trailer brakes. I was getting a signal from the brake controller to the trailer, so I pulled the left side center hub and found the shoes had no lining left. I decided I would completely replace all six brake assemblies — keeping the drums, but replace the inner and our bearings, and use the higher temp red disc brake grease.

The following walk the reader through the process I took — along with photos.

First, and explanation of how electric brakes are in order.

In the towing vehicle there is a brake controller. The controller allows you to dial in the amount of voltage sent to the trailer’s brakes — based on the number of brakes and the weight in the trailer. Some of the newer controllers have a gyro in them that apply variable amounts of voltage based on the inertia of rig’s stopping. That’s to say that harder stops apply more voltage while slower stops apply less. The more common and less expensive has the driver setting the voltage — giving more voltage for more weight and number of braking wheels, to just below the point of locking up the brakes. A good starting point is usually the setting of 1 per braking axle.

The brake assembly is much like the old shoe/drum system, but with an electric magnet replacing the hydraulic wheel cylinder. In the case of my trailer with 7,000# axles — 12″ X 2″ shoes are typically used. A pair of shoes are about $25 and a replacement magnet is also about $25 per wheel. Since my trailer has high miles and I’ never close to home — I decided to take the route of buying the entire assemblies with not only the new shoes and magnets — but new backing plates and hardware. They’re set up and ready to go — and I paid about $85 per wheel on Amazon with free “Prime” delivery. There is a also a time savings of just R&R 5 bolts that hold the assembly onto the axle. There is a left and right side assembly.

I started by only doing one wheel first — to make sure that all of the parts fit before tearing into three wheels at a time. I choose the right center wheel. I’d recently bought new tires — and the knuckle heads cross threaded one of the lug nuts. So I had to run around looking for replacements. They’re 9/16 diameter with .690 knurl that are 2.5″ long — and don’t waste your time like I did trying auto parts stores — they won’t have the right ones. Head right to a trailer parts seller.

After setting the 2-man record for number of trailer blowouts more than 500 miles from home — I’ve learned to have (and carry) a large air pumped bottle jack. We always have a portable Honda generator and air compressor. You should also use a couple (three in my case) heavy duty jack stands. Also needed:

* Lug wrench or impact wrench
* Large screw driver and small deadblow hammer to loosen and remove dust cap
* Needle-nose pliers if there is a cotter pin holding bearing nut — or the large screw driver if a clip
* Large Cresant wrench for the bearing nut
* Lots of shop towels
* Grease (cant mix red with black, red with green, or black with green)
* Wire cutter/stripper and connectors
* Replacement parts

In my case I also replaced the bearings. I will clean and pack in grease the better ones to put in my trailer spare parts bin — along with the best pair of brake assemblies — in case I have to make a repair on the road.

As previously stated — I had to break a stud with a cross threaded nut to get the wheel off. Actually happier finding it now — rather on the side of the road. The stud was broken with a lot of grunt and a long breaker bar.

I usually like to push and pull on the drum after the tire is off to get an idea of the bearing condition based on the play and feel of the play.

The drums are held on much like a car’s front drum. Take a small dead blow to give the dust cover a soft rap to where you can then get a large screw driver in to pry off. They dent easily — so use a couple soft wraps rather than a hard one.

Behind the dust cover is a bearing retainer nut held in place with a retainer clip that can be carefully pried off with a screw driver. You might have a Castle nut help in place with a cotter pin instead. Once you get whatever is retaining the nut from backing out — the nut should be only finger tight. Remove it, pull the drum toward you just a little than push back to pull off the outer bearing. You don’t want to drop the bearing to the ground if you’re going to reuse. I put the retainer, nut washer, and bearing in the dust cap. Once you have the outer bearing, pull the drum off and put somewhere that dirt wont get kicked into the grease.

At this point — I usually wipe all of the excess grease off the part I put in the dust cap — and the dust cap — and set in the parts washer to soak a little while I replace the brake assembly.

I replace the bearings (again keeping a cleaned and repacked set in a baggie for a spare) — but if you don’t you need to make a decision on if you want to clean and repack with higher temp red grease, or just say screw it and do nothing with them. If you change from black to red — you need to completely clean all of the black grease from hub, drum and bearings and greases don’t mix.

In my situation — I was very surprised to see that the shoes weren’t that bad on the right side — when the left center had no lining left. WHen I later pulled the other two wheels on the right side — they too had minimal wear. I’m going to assume that these bare wires going through the backing plate rendered the right side useless at some point — and I only had left brakes until they wore out. When I get the the left side — I’ll post photos.

I squirted a little WD40 on the five nuts holding the brake assembly on — and removed them. I also removed all grease off the spindle, cleaned with compressed air and liberally sprayed with brake cleaner. We use a lot of brake cleaner at our shop — and about 3 times a year O’Reileys sells it for $1.99 a can (usually $3.99) if you buy by the case. It is on sale today and I picked up another 3 cases.

I then bolted on the new assembly

Again there is a left and a right side

I used a punch and 1 pounder to bang out the broken stud from the front, then bang a new one through the back. I could have used the press — but this worked just as well. I then pulled the rear seal and bearing and cleaned out all of the black grease. I sprayed and wiped the inside of the drum with brake clean, and did the same with the machined area of the drum. I packed the inner bearing with red grease, slopped a little more on it, and installed with seal flush to the back of the drum.

I installed the drum back onto the spindle, installed the packed outer bearing and washer, replaced the nut to tight — then backed off one nut corner to make finger tight after ensuring drum was fully engaged, and then the retainer. I then started pumping red grease into the Bearing Buddy fitting while spinning the drum until a saw grease just start to come through the outer bearing — and then put the dust cap on with a couple soft blows with a small dead blow hammer.

again — when I pulled the other two drums the shoes where in good shape — telling me that there was an electrical problem, early on with the right side.

I hope this helps someone better understand how to check their brakes and bearings and maintain them properly.

After the wires are connected and the other two wheels and completed — we’ll ensure the hubs don’t turn with the truck running and brakes applied — and do turn when brakes are applied. Then replace tires in a rotated position, and on to the other side. After all six wheels are done — I take for a 25 mile ride and then squeeze a little more grease into the bearing buddies.

Good time to mention that a wheel bearing problem on the road is a royal PITA — and can result in a fire before you even realize that the trailer had the failure. This most often occurs from trailers sitting for a long time and grease drying up. Good to take trailer for frequent rides and keep the grease fresh. Check the bearings by jacking a side in the air and push pull toward you the wheel to see if there’s too much play. Almost any play will be too much.