MoparStyle Racing is very pleased to announce that Aerospace Components has agreed to provide product to the team.
We long ago proved our personal preference of Aerospace with all four of the NSS cars using Aerospace’s vacuum pumps; and the Texas Whale and the Demon (which Dallas previously race in the NMC class) using Aerospace brakes for many years now. However, we will soon add Aerospace provided battery hold-downs to all of the NSS cars and replace the Wilwood brakes on the Texas Thug with brakes provided by Aerospace.
The Whale’s engine & Demon’s brakes
When you see us at the track, stop by the pits to take a look at the Aerospace components on our cars — and we’ll try to answer any questions you might have with the installation to our applications. Just look for the blue motorhome and stacker.
After Sealing the Deal in ATI Nostalgia Super Stock, Schultz Set to Stand on Stage at NMCA Awards Ceremony
By Mary Lendzion
Just as he went through the traps at the 8th Annual Nitto Tire NMCA/NMRA Super Bowl of Street Legal Drag Racing at Route 66 Raceway in Illinois in ’13, the engine in Dave Schultz’s nine-second ’60 Plymouth wagon let go, and pieces of it hit and damaged his transmission mounts and chassis bars.
Rather than remaining sidelined while he had a new 542 Wedge engine built by Indy Cylinder Head and chassis repairs made by BRC Racecraft, he decided to climb into his eleven-second ’63 Plymouth for the ’14 NMCA season-opener, the 13th Annual Ross Racing Pistons NMCA Muscle Car Nationals, at Bradenton Motorsports Park in Florida in March, where he drove to a runner-up finish.
“I went a couple rounds at the next few races, and found out right before the race in Joliet, Illinois in July that my wagon was ready to be picked up from the chassis shop in Indiana,” said Schultz, of Katy, Texas. “I made plans to pick it up on the way to the race, but I was concerned because it was going to have a new engine and chassis changes.”
But, he charged to an event win anyway, kept his momentum and ended the season as the ’14 ATI Nostalgia Super Stock class champion.
It marks his first championship in the class he’s been running since ‘07, and further boosting its significance is the fact that he has dedicated it to his brother, Donald Schultz, who died in ’12.
“There are eighty-plus guys running in this class, and some of them have been at it in the same car for twenty or thirty years,” said Schultz. “The competition is tough, but I like that it’s reminiscent of the ’60s when guys like Dave Duell, Dandy Dick Landy and Ronnie ‘Mr. 4-Speed’ Sox were racing.”
Helping Schultz every step of the way is his son and fellow ATI Nostalgia Super Stock driver, Dallas Schultz, and his goal for the ’15 season is to have a first and second place finish in points with his son.
Catch him alongside his fellow NMCA class champions during the NMCA Awards Ceremony on Dec. 12 at the Indiana Convention Center.
Dave Schultz Wins 2014 Championship for Nostalgia Super Stock
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!
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 .006RED. 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.
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.
Still on a high of again racing my wagon and winning a NHRA Wally last month in Joliet, Tuesday we loaded the rig and left on the two day (and 1300 mile) trip to Norwalk, Ohio. We arrived at the track late Wednesday night. Thursday we were parked, set up our pit, established credentials, and teched our cars in.
Because there were so many cars for the event, we had a maximum of two Time Trials — if we could get them in by 11:30 Friday morning — which we did. Rain was expected for the entire weekend, and the adjusted altitude was high — so all of the 24 cars in NSS index were running slower. Many had to change their indexes to one slower.
In the 1st of 4 rounds of Qualifying — I ran a .004 off my Index — but Skippy bumped me from Top Qualifier to 2nd with his .001 by the 4th round. Dallas was having an issue getting an handle on his car until the 4th round — but did still wind up on the Top half of the Qualifying Roster.
Barry Dorn is 50 points ahead of me for the Championship — but qualified on the bottom half, so his lead has been narrowed.
Eliminations started early Saturday morning – and I screwed up in the first round with a .004 Red light. Fortunately (for my chance for the Championship Ring) Barry Dorn also lost in his first round.
Just as fortunately, Dallas was able to win his 1st round against Fred Rader .
Dallas met Doug Wright (who had just defeated Barry Dorn) in the 2nd round and won. In the 3rd round, Dallas won over Joe Midile, who I’d red lit against in the 1st and had a broke bye in the 2nd.
Dallas earned a bye in the Semis from Midile, who had won it from my 2nd place Qualifying. He ran a 9.746 on his 9.75 index in the bye.
In the Finals Dallas was paired with Newmeyer. If you know these racers that he ran — you’ll know all are very good racers. Newmeyer had an excellent (.00 something) light and Dallas realized his light (turned out to be a .070) was not so good — so he decided he needed to push Newmeyer out if he was to have any chance to win. Newmeyer did take the stripe, which had him break out by .001 – handing Dallas win his first ever NHRA Wally.
While I was disappointed with my .004 red — seeing Dallas get his first Wally more than made up for it.
I think technically I’m now in first place — by virtue of the small points on my 2nd place Qualifying. We will have to throw out our worse race at the end of the season, and mine is going to be 75 points higher than Dorn’s — so I’ll need to go one round more than him at Indy to get the 2014 Championship.
Dallas and I would like to thank Fuelabs, Royal Purple, TTI Exhaust, and Mancini Racing for their product sponsorship. Running two cars with the average race 1200 miles away is very expensive. We don’t do this for the money. If we won and runnered up every race on the schedule — we’d still lose money — so we very much appreciate the help while we’re living the dream of father and son racing together while we have the chance.
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.
replacing 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.
Cockpit 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.
Ladder pitting Dallas & I in First Round
It 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.
Our Track Photos at the Event
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.
Car 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.
Dave Schultz – June 2, 2014In my opinion, the Dave Duell Classic is the biggest and bestist NSS race of the year. I’ve only missed one (including the years before it was renamed the DDC) since 2003 — and that was because I was third in the 2008 points race, with Atlanta scheduled for the same weekend. The race was obviously named after Dave Duell (in 2006, after he’d died the year before). Dave was most likely the biggest promoter of the NSS class.
The trip to the track in St. Louis was fortunately uneventful. We left at 9AM on Wednesday and arrived at noon Thursday to set up pits, establish credentials, and tech the cars in. I was relegated to the backup car (Vitamin C) again, as the Wagon’s new motor (using milled 572 heads) had the #2 & #7 tubes of the custom headers touching the torsion bars — and not enough time to get it fixed. The wagon is now at the Chassis shop in Indiana — and will hopefully be ready by the race in Joliet.
setting up pits on Thursday
The Big Red Ram that Dallas drives had a brand new engine in it. It made 906hp on the Dyno, which was about 10hp more than the previous motor. However it didn’t really translate well to the track for some unknown reason. The weather was bad for race motors and many of the 62 drivers ran an index slower than usual. Off the trailer, the car ran a high 9.6 — which isn’t good if you’re running the 9.50 Index. With tuning and we once got it into the 9.4s without weight — but Dallas was going to have to depend on treeing the competition to win rounds.
The Vitamin C ran a 11.006 (on a 11.00 Index) off the trailer in the first time trial — but that was without weight so it wasn’t going to be enough. That car hasn’t run as well as it use to — prior to having to replace the block and pistons. I use to have to add 200+ pounds of weight — but not anymore. There was no more to be found on this car.
Friday was qualifying. Dallas was 21 and I was 20 of 62 in qualifying. I was less than 1 round out of first and wanted to qualify high, but the competition was extra tough. 6/1000 of a second off your index only got me 20th. Saturday started Class Eliminations, where cars run only cars in their index. Dallas was in the 2nd largest (of 8) index and I was in the third. Dallas had won the FX class (and the $1000 purse) the previous two years, and I’d won in three different indexes in past years — but it wasn’t to happen for either of us this year.
Sunday was the Big Show. The air was horrible and the weather station said that neither of our cars would be running the number — so we were going to have to depend on our reaction times, which had actually been pretty good for the both of us thus far. We took the 2nd battery and passenger seat (75 pounds) out of Dallas’ car. Dallas and I both won our first rounds because of good lights. As a further bonus to me, Jim Netherland took out 00-Joe Ewing (who was less than one round ahead of me in 1st) with a .000 light. In the second round I had Jim Netherland, and I think Dallas had Doug Duell — tough rounds for the both of us. I had a .043 light to Jim’s .053 — and it was enough for me to get a .002 win in a very close match. Dallas wasn’t so lucky. This had me now in first place by a little more than a round.
For the third round, I had Tom Hoffman. The weather station said I was going to be too slow by .010 so I took out the second battery — but I would still have to have a half a tenth better light to have any chance. Tom was on his game with a .009 light — and I was out.
Barry Dorn had been in third place — but his winning five rounds and Runnering Up has him leaping in front of me.
I need to really have my cars cooperating for the rest of the season. We have another pair of carburetors we’ll try on Dallas’s car; and a better intake, fresher convertor, and different rear shocks to try on the Vitamin C (in case I take it to Joliet). Because the season is only half over and the Finals in Indy have 1.5 times the points — anyone in the Top Ten could win — as of right now.
Progress is coming along on the “Texas Thug” (formerly the black Coronet), which will replace the Vitamin C as the back up car for 2015. Paint is done and the new Proglass front and back windscreens are ready to install. I just bought fiberglass bumpers that I’ll have wrapped in a chrome wrap. The 572ci motor and transmission are fresh and ready.
We hope to have it fully assembled and Tested over the winter. In 2015, the Vitamin C will be restored, 2016 the wagon (I’ll drive the Thug) will undergo restoration, and 2017 Big Red Ram (Dallas will drive the Thug) will under go its restoration.
Finally — I’d been on a lookout for a 65 Coronet Sedan (post car) that hadn’t been tubbed or back-halved to make into a A990 “Tribute”. While at the DDC I bought Gene’ Will’s “Junkyard Fugitive” and drove back up to Illinois to get it after returning to Texas from the Classic. While I might let my daughter race it locally before putting her into the Vitamin C — I’m already collecting parts to restore as a A990.
Click here for the thread of the play-by-play of the Dave Duell Classic.
Click here for the Dave Duell Classic Driver’s Dinner photos