No Passes Since Restoration. Perfect For “No Prep”
This car is currently in “Turn Key” form, and I have about $70K in building this car, but all of the calls I was getting were wanting to put their own drive train in, so I’ll pull the engine and transmission and sell ready for your drive train. I’ll leave all electronics including the ignition box. I’ll leave the radiator. All I’ll take is the motor, transmission, torque converter and Flex plate.
This car features:
Basecoat/ Clear Coat that was clear sanded
Dana Rear End Narrowed for 17″ Slicks
Tube Chassis by Jeffers
Fiberglass front Clip
Fiberglass Deck lid
All Lexan Windows
All Electronics and MSD 7AL ignition
Rack & Pinion Steering
Fabricated Dash Filled with gauges
NOS Bottles and Rack
Cheatah 3-Speed Shifter
Driveshaft for Mopar BB & 727
Dual 12-volt batteries
Fourwheel disc Brakes
You simply drop in you Engine, transmission and converter – fill the bottles and head to the track. You couldn’t build this car for twice the $30K I want.
I have a signed title from the Seller with open buyer, but I never titled. I’ll sell on Bill of Seller and give you the Title I was given.
I’ve given you all of the information and detailed photos I have. For a low price of $30k anyone who knows anything about drag racing has all the information needed to either be the first to jump all over this car or move on. I expect the car car to go quick. I’m told the car with an iron head/block 440 and a 7727 weighed 2300 pounds with a 180 pound driver. The car is set up for someone 5’10” to 6’4″. I’m 5’11” and my son is 6’3″ and we both fit comfortably.
If you want the car turnkey, you can have it for $40K. The motor is a pump gas 440 with Indy heads for driving to “True Street”. Fill it with 123 octane and turn the Nitrous On for high 8s. I know nothing else about the motor except that the man who sold to me said it was just freshened. I pulled the pan and a couple cars and verified new bearings. The transmission is a 727 – but I’ve not torn down to inspect. Again, I never really paid much attention to motor and transmission as I had planed a different engine and Powerglide when I originally bought.
The car is located at my race shop in Beasley, TX, which is 40 miles south of Houston on I 69. I’m generally at my shop Tuesdays, Wednesday and Thursdays 8-4.
I’m way over the bag limit on street and race cars and only want to trade for dead Presidents. If you know someone or a group that might be interested in a Superman Deal at a Clark Kent price, please a link to this.
The new motor is in the Screamin’ Woody and I took it for a blast down my nasty rural road. Appears to be fine, but I didn’t take it above 4500 RPM as we’ve had a lot of rain and the 35mph road is pretty rough. Changed the preload a little to help it launch straighter – but haven’t test that. I’ll come to Bradenton a day early and try to work out the wrinkles.
Back at the shop I put it on the rack. Changed the breakin oil for racing oil, cleaned the underside, and found a crimp in the fuel line making a 90 degree turn – so it was cut out and replaced with a couple 45 degree hose ends and a m/m fitting. Polished the wheels, put it back on the ground to clean under the hood, interior and exterior.
She’s ready to go into the Stacker when I finish out-fitting it.
Because the Screamin’ Woody will be untested before the race in Bradenton, FL in early March, I’m gonna throw the Thug on the Lift as a backup, in case there’s an issue with the Screamin’ Woody. So it too had its oil changed, wheels polished and a through detailing.
Tool Time with Jake
In the above photo, you see Grandson #2 – Jake. He and his twin sister Elwood spent a few days with Deb and I, as their mother was having a medical procedure. Jake spent a 1/2 day in the shop learning a little about tools and cars.
He naturally wanted to grab a seat (including back seat) in the three cars in Shop 1 – where most of the work is done. Afterwards, he learned how to mark a 1/2″ impact wrench holster level on the Stacker door, drill through one panel while stopping before going through the outside skin, and riveting the holster on the door.
As I was trying to show him how to mount and wire up a 9000# winch in the Stacker, I found that a 5-year-old boy’s 1st tool-time (keep in mind I have two sons and three handy daughters – so this isn’t my first rodeo) has limited patience. To get him to stop rummaging through the tool drawers in the Stacker, I used the “Ole Tape Measure Trick” and had him measure some stuff.
After he got bored of that, he decided Tool-Time was over and decided to play on the playground I built in front of my house a couple of years ago.
So speaking of the new Stacker, I need to finish out-fitting it so I can load the cars up. Check a couple of previous posts to update yourself where I’d gotten by mid last month. Most is done, but the winch (to get the cars in and out of the trailer) was not.
When I ordered the Stacker built to what I’ve learned about trailers over the years, I had them build an in-floor compartment for a winch with 1/2″ platting. There’s a door that covers it to make for a flat floor. I test fitted the winch and drilled some 1/2″ holes through the plate. The winch was then mounted by bolting in from the under the trailer, using Grade 8 hardware.
Once bolted in, it became obvious that Intech didn’t make the well deep enough for the relay box that sits on top. I took it apart to remove the mount, and the only place it would fit was in back of the winch – only if I removed the lower mounting rod off the winch.
Even then, I only had about 1/2″ clearance from the now neatly rolled spool. Since we all know this will be the last time the spool will be neat – that wasn’t going to work. I removed the relay and rolled under the trailer with it and a mount I had made from aluminum bar stock. After tearing out a clump of hair caught in the creeper’s wheel, I remembered that now that my hair is again Long – that I have to have hoodie up when on a creeper.
I then drilled a 2″ hole through the 1/2″ plate, almost breaking my wrist many times when the broch stopped moving but my big Dewalt drill still wanted to turn.
It would only be Natural that after taking two shots of mounting the relay box under the trailer that the cables to the winch would all be 1″ too short. So work stopped on the winch while I placed an order for 4Ga copper cable butt connectors and a couple options on 2″ hole grommets.
However, there was other work to be done.
Like a couple door baskets, disposable glove holder, magnetic bars for wrenches, and a couple Velcro straps to hold a yoga mat for me to lay on when under the car.
Mounted power tools, batteries and charger on bench splash board, and an oil pan holder on the wall under the oil rack. I should have the Stacker finished and the cars loaded in by the end of next week.
The Old Aluminum Trailer
If you’ve been following along, you’ll know that I have a 25 year old aluminum trailer I’m making new again. A few posts back I showed how the inside and outside was stripped and painted, new LED tail and marker lights, reflective Red/White/Blue stripes, Texas Flag painted on door, and about half of the out-fitting done. Since then:
I cut a 1″ square 3/16″ steel plate into four 6″x6″ plates, punched 1/2″ holes in them, primed and painted White to match the trailer. They’ll be backing plates to the Puck lock, to spread the stress on the inside and outside of the door, inside and outside of the trailer. I’ll be mounting the Puck lock next week.
At the rear of the trailer I mounted a jack pouch, spare tire, and blower on the curb side. On the street side – I mounted a strap holder with a cut down yoga mat as a wall protector. A broom holder and a holder for my director’s chair – in the black bag. Also hung a couple cord holders. I mounted some small D-Rings for bungee cords – to keep stuff from flopping or falling onto my car – as this is a very narrow trailer. I also secured the basket holding the jacks with bungee cords and D-Rings. That’s for in case the car gets too close winching out and I need to get them out of the way. The plan is to be able to quickly get to the spare, two bottle jacks and tire spinner by just opening the rear door – and not having to climb over stuff. I have much experience with flats as I drive fast, for long periods of time, on hot southern roads.
Moving to the front curbside of the trailer, I have a door cabinet with drop down table top, wrench/oil rack, fire bottle holder and a disposable glove holder on the door. On the side of the cabinet, I have rubber hands to hold the Weather station pole that extends above the trailer. Outside the door I have a White Board to leave and receive messages when I’m not in my pit. Inside next to the door is a strap rack with a yoga mat protector.
On the front street side:
I have hangers for my power tools, racks for papers and my log book, double helmet rack with stereo under and speakers to the side, a couple magnetic bars and some hand tools mounted. I still have to wire in two batteries, an inverter, a charger, the roof fan, the stereo, a pair of charging lugs and other incidentals. I also need a cover for the radio and plumb for compressed air receptacles under door and rear of trailer.
The Petty Tribute
The gas sending unit in tank was swapped so the gas gauge now works. The shifter was hitting the steering wheel in 1st and second, so a spacer was made to fix that. The retro tach still doesn’t work, so I need to deal with that. The car was cleaned up.
I dug up three old 15″ Mopar wheels for the front, and spare. I took them down to Discount for my bud Gregg to dismount the rotted tires. They were cleaned up, prepped and I hit with rust colored primer. Next week I’ll play around with cream paint and primer to make look rusty like the back wheels and then take to Discount for some new Goodrich T/As to get mounted. Then the car is done.
Ginger, my Magnum XE
The Gear Vendors overdrive is in the car, just waiting for the Driveshaft from Victory. It arrived yesterday, and that car should be back on the road next week.
The Skipper – My Magnum GT
The engine and Transmission was pulled.
All of the under hood parts were pulled.
Under the hood will get cleaned, wire brushed and scuffed before receiving a fresh coat of urethane to match the exterior. The engine will cleaned resealed and painted – as will the transmission. Then gets stabbed back in. The AC compressor cleaned and painted. The wiring cleaned – maybe replaced if I can find new authentic. Power steering pump replaced, hard lines either made to look new or replaced. I want under the hood to look as new as the exterior.
So I think that catches me up on the shop reporting. Next report in about two weeks.
The goal is to organize a 2′ shorter trailer with far less storage than the last one.
I still have to mount and wire up the winch, mount a cord-reel and air hose, install a radio and speakers, make a rack for Jack stands and mount some arrangement for hardware.
Ginger, My Magnum XE
The Gear Vendor Overdrive unit is on the transmission.
The master power switch is mounted in the console as is a USB port and 12V outlet for Bluetooth my Amazon Music and Sirus from my iPhone. The LEDs and the enable/disable switch for the overdrive are mounted on the console plate.
I’m waiting on the driveshaft from Victory and I’ll have to modify the exhaust system as the overdrive interfere with the cross-pipe and need to make it curve away from the solenoid on the overdrive.
MoHawk is going to be part Mopar and part Studebaker Hawk. It is a custom Tube Chassis frame, rack & pinion steering, a Mopar 8.75″ rear end, a 340 ci Mopar motor, Tremek transmission, 63 GT Hawk body with 60 Plymouth rear fins, and a 53 Commander front clip.
This is where MoHawk’s chassis stands. Frame is powder costed in Satin black, as is the 8.75″ rear-end and Super Stock leaf springs.
The Skipper – My GT Magnum
Trunk has been taken tp bare metal, repaired and painted. I’m waiting on the floor pan plugs so the carpet can be reinstalled.
The grill is removed and will be dechromed and painted black. The bumpers will be removed, blasted and powder coated gloss black.
I’ll be reconditioning the clear plastic headlight covers and corner lens. The motor and transmission will be pulled, cleaned, painted and dressed up. Everything in engine compartment will be removed and the compartment also cleaned and painted before the engine and new under hood components replaced. The door jams will also be cleaned, scuffed and repainted.
And that’s it. The next report will also include work on the Screamin’ Woody and the Petty Tribute.
I aged some 15″X8″ Wheel Vintiques wheels to look Rusty, and mounted 245/60-15 Goodrich TAs on the rear. I still need to do the same for the fronts.
I repaired the old steering wheel, primed and painted to match the interior.
I tried three different shifter handles and all hit the seat, dash, or both. I finally made a 6″ adaptor to raise a pistol grip shifter 6″, which was enough to clear the bench seat and stay under the boot.
I bought all of the pipes needed to get the block hugger collectors to 2.5″ side exiting exhaust. This is all that is required to finish the car. These are the pipes needed to do the right side.
If you’ve been following along on the Magnum GT, You’ll know it was recently treated to a new poly-urethene paint job, and the leather dyed before that. This week, everything was taken out of the trunk, the Surface flash removed, it was then masked, primed and painted. Since the car is pure black, it was an easy rattle can project. I’ll give the a paint a week to get hard, and then clean and replace the carpet.
The Screamin’ Woody
The engine was reassembled with a new crank, rod, and set of lifters; and stabbed into the car. It will be started and tuned next week.
Outfitting the Stacker
I spent a day getting the Stacker trailer mostly outfitted. On the door I installed a door cabinet fire bottle holder, tire gauge holder, rack of screw drivers and a pair of clamps that hold the weather station in travel mode, and the telescopic pole it goes on (to raise 5′ over the stacker’s roof) when in the pits. Another set of clamps were installed inside the door to hold the pole in travel mode.
On the front wall of the trailer, I mounted a stainless coat rack with 4 stainless steel hangers for my safety suits. Above the coat rack I mounted a pair of stainless steel baskets for racing shoes and gloves. On the ceiling I mounted a swiveling hook to hold my helmet.
Next to the overhead cabinets I mounted an Oil Rack and used Industrial Grey Velcro to hold the lift’s remote control in place. To the rear of the trailer is a strap holder, jack pouch, a blower holder and a couple cord holders.
I also put the hand tools in the appropriate drawers, but I’ll need to go back to clean and oil them before the first race.
In the attic I mounted a holder for four 5gallon fuel jugs.
I still have a day left to finish organizing myself into a 2′ shorter trailer.
Installed an electric gate
Replaced all bulbs in Magnum XE with LED
Replaced AC blower motor on Magnum XE
Removed the Grill to the Magnum GT to paint when it gets warmer
Figured out I had the wrong parts to install an overdrive in the Magnum XE, and ordered the correct ones
A much over-due freshening up of the MoparStyle Racing web site has just occurred. Some of the changes include:
Gone to a Blog Format from a Page Format. When you visit the site you will see posts on what’s going on, with the newest at the top.
In the right sidebar, you will see the last five posts from each of four related web sites. There will be a lead in to the post and a link to click for the whole story and photos. Clicking the link will take you away from this site to that site, so it will require clicking Back to move backwards. Consider bookmarking this site.
On the Topbar and the Left Sidebar you will find a menu system that will either take you to another page to this site, to the For Sale sub site, to an appropriate and on-topic Facebook Pages/Groups, or to a couple of other Kool web Sites. Again, to not waste your computer’s memory by opening a bunch of new pages, you will move directly to that site or page. Your browser’s back button is your friend.
The Internet redesign portion of this site is a work in progress, but it is a priority, and you’ll see soon. Bookmark this site to keep up with our racing, the building and changes to the cars, items for sale (which is always kept up to date), and Internet Services provided.
The below is a report we give to the good people who sponsor (or we hope to some day sponsor) product for The Texas Whale and Big Red Ram.
October 16, 2013
We spent the weekend and Monday getting Big Red Ram, the Vitamin C and the rig ready and loaded for the final points race of the Year. The virtually new engine for the Texas whale had blown in Qualifying for the second time this year back at Joliet, this time fatally and forever (as in barely enough left of it for burial rights) and the engine from the new engine builder wasn’t ready yet — so I was relegated to the backup car (Vitamin C).
Dallas was third in points for the chase, and I was way back in eighth after the two engine failures had me miss 1st round Eliminations in 1/3 of the Points Races. It was my worst year in all of the years I’ve been racing. Doug Duell had First Place locked in after winning the first three races (Bradenton, Atlanta & Joliet) — and making the Semis in a 6 round race at Bowling Green. Dallas had a shot at 2nd place and all I could do was to try to improve my standings a little.
We left early Tuesday morning and arrived in Evansville, IN Wednesday afternoon — so I could drive a truck and trailer with Doug Duell’s Drag Pack to Indy for him. We arrived in the motorhome staging area Wednesday night and set up our pits (including bringing in 00Joe’s second car) Thursday morning.
After setting up the pits, establishing credentials, and taking the cars to be teched in, we took took the engine pulled from the black Coronet (being completely rebuilt to be the backup car) to our new engine builder to be inspected and freshened, and picked up a totally brand new bullet (about $25K) making 909hp @ 6500 and 806TQ. This new engine had been built to the same specs (and by the same builder) as the motor we’ve run in the Big Red Ram for the last two seasons. Duell also has run this engine for four years.
This race made for a very long week. NMCA/NHRA Unleashed had a LSX class racing — and the majority of those racers were not very experienced. It took them a very long time to stage — and there was at least a half dozen full track oil downs as they haven’t yet learned to pull to the wall and stop as soon as safely possible.
Friday night, the Duell’s and Schultz’ threw a little NSS Driver’s Soirée in our pits — attended by most of the NSS teams. 40 Photos can be Found on the “Live At Indy” thread at NSS-Racing.com.
Cutting to the chase, I qualified 5th of 28 and Dallas 13th.
Despite a better light, I lost in the second round when Bates ran a 10.501 on his 10.50 Index. Dallas won three rounds but lost in the semis when he had to lift on a track that had gone away — and just seen a major accident in his lane a few cars ahead of him. However, his competitor (Jimmy Ray) ran a great race and wound up winning the Wally for the event – just before midnight Monday morning. Always easier to take a loss when the competitor runs a good race.
We left the track Monday Morning and arrived back at our shop in Richmond, TX on Tuesday afternoon.
Dallas was able to manage a solid 2nd Place for the year in the Championship Points Race — and I was able to improve one or two positions (official points haven’t been released yet). I can promise a much better showing next year with going a different route on my motors.
Dallas and I would like to thank Fuelab, Royal Purple and TTI for their sponsorship of their Best of Class products — and we sure hope we can add a couple more to help us with product over the winter.
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.
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.
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.
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.
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.
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.
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.
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.
Sometimes you’re the bug — and sometimes the windshield. So far this year, I’ve been the bug.
We left for the shop early Tuesday morning with the Texas Whale and Big Red Ram, and drove to a truck parking lot on the AR/MO state line. Wednesday morning we woke up to a flat on the stacker.
We put on a spare and heading to a truck stop to fix the tire. It was found that the wheel actually had the leak — and so we’d be without a spare until we got back home. On the road an hour late, we finally arrived at the racer staging area at about 6PM — the 17th in line. Thursday we entered the pits at about 11AM, unloaded the cars, set up the pit, established credentials, and teched in the cars. When we returned we noticed the air bags on the street side of the trailer was flat. A look underneath found that the control valve was broke off. Fortunately I carry a spare so an hour later that problem was resolved. Dallas needed a new set of slicks on the Big Red Ram — and so we spent about four hours dealing with that as Mickey Thompson’s generator and air compressor was broken.
Friday we were given two Time Trials in the morning and then two qualifying in the evening. The third qualifying was scheduled for Saturday, as was the 1st round of Eliminations. Dallas’ car ran dead nuts on his 9.50 index all week end long. My car had a new bullet with 4 passes on it. It ran 9.65 off the trailer without weight on the first pass – which was what I was expecting.
For the second Qualifying my Weather Station & Crew Chief Software said that based on the last run I’d run a 9.75 (my Index) if I bolted on 100 pounds. When I picked up the slip I was a 1/2 a 1/10 faster than expected and my 60′ was off 2 numbers. I guess I attributed that inconsistency to my rings starting to seat.
For the first round of qualifying, I like to run a number slower (9.76) to get into the show — then I press it on the remaining qualifying runs. The computer said I needed to add 68 pounds to the empty weight box to hit that number. I was both disappointed and confused when the time slip said I ran a 9.78 — but that was only 2 numbers off and had me as the #7 of 21 racers in NSS. Later in the evening, the computer said that based on the 9.78 pass, I’d run a 9.752 with the same weight. I was shocked when the slip said 9.888 with a horrible 60′.
The car felt good, wasn’t making any noises, and I good oil pressure — but the inconsistency was indicating a bad thing. In the morning we warmed up the car and ran the valves — and there wasn’t any issues there, so we checked the timing — dead on at 34 degrees. I guess I felt that I must have spun worst than I’d thought the night before. On the third qualifying run the car was lazy off the line affecting my RT and 60′ but was going down the track well. I had an opportunity to glance at the oil pressure at about the 1000′ and it was on the right area (too fast to look at exact number) of the gauge. Then between the MPH cone and the Finish line there was an explosion that about lifted the hood off the car and it felt like I had a front flat (the starter beating against the tire and control arm). When I saw that I still had control I flicked off the ignition and looked in my mirror to see a big cloud of smoke. I moved over to the wall and applied brakes when I was down to about 50mph (as my slicks were oiled up). I hopped out of the car and opened the hood (as I thought I had a fire) while a track member jumped the wall to slide a tray under the motor. Back at the line, many thought I’d wrecked because all they saw was flashing lights through the smoke, and my car against the wall when it started to clear. Track guys started bring me pieces on my aluminum block. I was put on a flat bed and taken to the pits.
I picked up the above slip on the way back. In my pit, I found a hole big enough to put your fist through, with a piston-less rod.
Dallas qualified well and was matched up with Mike Sanders in the first round of eliminations. We had the car set up to run a 9.50 on the money — but Dallas broke out 2/1000 second too fast with a 9.498.
We loaded up that night and got to bed at about 1AM. We were up at 5AM — but were blocked in until about 7AM. 1100 miles and 17 hours later and we pulled into the shop. Unloaded the cars and yanked the motor out.
The bottom line is that there was a rod bolt or bearing failure and the engine is now a $25,000 paperweight, as is the transmission case. I’ll be in the Vitamin C for the next couple of races.
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.
Dallas and I left the shop at 9AM (Central) on Wednesday and arrived at the track’s motorhome staging area 900 miles away at 2:30AM (Eastern) on Thursday. The trip was relatively uneventful other than driving through very high winds, which caused the 11′ corner trim on the stacker to come loose — having Dallas on the roof in 40MPH winds to cut it loose for me.
We set up the pits (high winds — so there were no awnings or banners this week), established credentials, and took the cars to get teched in. While teching in we looked at the track, which was was yellow/green from a thick coating of pollen. In fact we’d use a California duster on the cars three times a day for the whole weekend — and the below photos are about 4-5 hours worth of pollen on cars. It also was all over the inside of our trailer, in the tool box, in the motorhome, on the weather station computer — all over!
A bad storm was due to hit Commerce Thursday night, and so we put everything up for the night. The storm had strong winds with driving rain during the night — rocking the coach pretty good. In the Morning we got the cars out and set up the pits again.
Friday morning was off to a late start for the track. The Atlanta track crew has to be the worse at a NHRA track. They’re slow, arrogant, and inept — and they were about as bad this year as they’ve been in years past. Frankly I hate going to this track — and have the worse luck there.
Time trials were suppose to be from noon to 3PM, but they called us to the lanes an hour late. We waited in the staging lanes for 2 hours before being able to make the first of the three passes we had hoped for. Dallas and I were able to be fast enough (for any extreme weather change during the weekend) when we made our base run.
I (7601) wanted to run the C/FX (9.75) Index, and Dallas (7602) wanted to run B/FX (9.50 seconds), so we were in good shape. It was to be the only Time Trial we were to make as 84-year-old Willard Kinsler flipped his car at the 330′ cone — and it took hours to get that all squared away.
The first Qualifying runs were to have been at 3PM — but wound up being at closer to 6PM. I always try to set my car to be 2/100 a second slower (9.77) than the index, so I can get in the show immediately — then use the next two qualifying passes to get closer to #1 Qualifying position. We do the same for Dallas’ car.
Dallas and I ran each other in the 1st qualifying pass, the photo of which is the top photo. My car felt good, and the time slip with a 9.769 showed that I had my car right to within 1/1000 a second of the planned 9.77. Dallas was 32/1000 a second off his — which we consider good for a first round. It was good enough for me to be the #3 Qualifier and Dallas #5 out of 15 NSS cars.
The saying is that your car always runs best before the engine blows — and as I was coming back from the pits the engine started to not sound right. A quick look showed a broken lifter, a broken pushrod, two bent pushrods, and a pair of hosed rollers. We carry 11 tubs of parts — but not enough to fix this — plus I was certain we’d find more damage. So I was out, but at least I got qualifying points.
After three qualifying passes — my single pass held up for a #5 Qualifier and I believe Dallas was #6. Dallas won his first round — but had a minor mechanical problem while moving into the burnout box — and so he lost his second round.
The rain came after the second round — and so the Semis and Final will take place in Joliet this July.
We left the track and 3PM Sunday and arrived home at 4AM Monday. My engine has since been torn down (other issues found), parts ordered and it will be ready for the Hot Rod Reunion in June. We have a pair of non-points races in Ennis and Memphis before then — that I will run in the back up car – Vitamin C.